Ford 2310-2600-2610-3600-3610-4100

SHOP MANUAL FORD MODELS 2310-2600-2610-3600-3610-4100 (After 1974)-4110-4600- 4610 (Prior To 1984)-4600SU-4610SU (Prior To 1984) Tractor Series Identification Plate is located under right hood panel. ‘Tractor Serial Number, along with manufacturing and production code numbers and 1ctor model number, will appear on implement mounting pad at right front comer of transmission (directly behind engine starter). Numbers will be stamped on top of ad, on mounting face of pad, or partially on top of and partially on mounting face of ad. Refer to following explanation of the numbers that will appear at this location: Tractor Transmission Serial Sa2 Production Number: Code Number Tractor Model 1022 Number Tractor Tractor Manufacturing Production Code Number, ——____, 10100 ‘Code Number Engine Serial Number, along with tractor size identification, engine type Identification and engine product code number, will appear on elther the left of right pan rll of cylinder block casting approximately at mic-length of engine. Refer to following explanation of the numbers that will appear at this locatior Tractor Engine Identification Serial Number 10700: Engine Engine Production Type Code Number Tractor Identification: Engine Type: B—2310~2600—2610 (Early) Late) C— 3600-3610 D—Diesel 1&5—Diesel D-4100—4110—4600— G-Gasoline 2&6—Gasoline 4610 — 4600SU — 4610SU P—LP.Gas The following tractor models are covered in this manu: 2310 All Purpose 4100 All Purpose (After 1974) 2600 All Purpose 4110 All Purpose 2610 All Purpose 4600 All Purpose 3600 All Purpose 4610 All Purpose (Prior To 1984) 3610 All Purpose 4600SU 4610SU (Prior To 1984)INDEX (By Starting Paragraph) BRAKES .............. -:207 CAB... .137 CARBURETOR, GASOLINE ............000.5004+.94 CLUTCH, SINGLE DISC .......24.+26+000 0000600185 CLUTCH, DUAL DISC . 186 CLUTCH, POWER TAKE-OFF . COOLING SYSTEM: Radiator... ‘Thermostat Water Pump... .....000 DIESEL FUEL SYSTEM: Bleeding... Filters ee Injection Pump... Injector Nozzles. Troubleshooting ...0....0...0. DIFFERENTIAL ..........0600000++ DIFFERENTIAL LOCK . ELECTRICAL SYSTEM: ‘Alternator and Regulator... ‘ Ignition Distributor......0.0..2.. 129 Starting Motor 0000000000012. eee Wiring Diagram .. 281,243, 2122 21 1128 104 108 4 1105 aseeensd TO AM coves 01 BB200 ENGINE: ‘Assembly, R&R. Camshaft’. , Connecting Rod Bearings. Crankshaft and Bearings . Crankshaft Oil Seals Cylinder Head Cylinders Flywheel, R&R Oil Pan . il Pump oa Pistons and Rings «...... Piston and Rod Removal. Piston Pins, Rocker Arms ‘Timing Gear Gover «0.0... ‘Timing Gears. ENGINE, CONT. Valve Adjustment .. Valves and Seats Valve Guides and Springs. Valve Rotators FINAL DRIVE GEARS . FRONT AXLE. GOVERNOR: Diesel . Non-Diesel HYDRAULIC LIFT SYSTEM: ft Cover Assembly, R&R Lift Cylinder, Overhaul Priority Valve ......... 217 Pump (Piston Type). ++ 280 Pump (Engine Mounted Gear Type) 1212.0.0....1 286 Pump (Internally Mounted Gear Type) . bs. .287 Pump (Engine Mounted Tandem Gear ype) Remote Control Valves... Selector Valve Troubleshooting» IGNITION SYSTEM .... POWER STEERING: Bleed System spaseede peo A10,80) Control Valve ...2..2..- . Seis Pump eecvases Gedonee ts ii2 Steering Gear 118,27, 88 System Pressure ‘1,31 POWER TAKE-OFF ... REAR AXLE: ‘Axle Housings ..... Bearing Adjustment Reduction Gear .... Shaft, R&R seaveneees +820, 225, 286 -198, 205 STEERING (Manual) ....... ‘TRANSMISSION: Six-Speed. Eight-Speed (Non-Synchromesh). Eight-Speed (Synchromesh). DUAL DIMENSIONS This service manual provides specifications in both the U.S. Customary and Metric (SI) systems of measurement. The first specification is given in the measuring system per- ceived by us to be the preferred system when servicing a particular component, while the ‘second specification (given in parenthesis) is the converted measurement. For instance, 2 specificait of “0.011 inch (0.28 mm)” would indicate that we feel the preferred measurement, in this instance, is the U.S. system of measurement and the metric equivalent of 0.011 inch is 0.28 mm.CONDENSED SERVICE DATA GENERAL Engine Make .... No. of Cylinders Bore, Inches: ‘Non-Diesel .... Diesel ....2.. Bore, mm: Non-Diesel .......... Diteel ccc ert Stroke, Inches: Non-Diese! . Diesel . Stroke, mm: Non-Diesel . Diesel .... °° Displacement, Cubie Inches: fon-Diesel .... Diesel ... Displacement, ce: Non-Diesel .... DIBBA sea salects « Compression Ratio: Non-Diesel Diesel . Firing Order... Valve Tappet Gap (Warm: Tntake..... Exhaust ..0... Valve Face Ante, Degrees: Intake... Exhaust - : Valve Seat Angie, Degrees intakes ax Secsstns set Exhaust - Ignition Timing. -..2. Injection Timing - Spark Plug Make Spark Plug Type Engine Low Idle, rpm: Engine High Idle, rpm: Engine Rated rpm: Non-Diesel .... Diesel ..... Grounded Battery Termi SIZES-CAPACITIES-CLEARANCES Crankshaft Journal Diameter . Crankpin Diameter.......... Camshaft Journal Diameter... Piston Pin Diameter ......... Valve Stem Diameter, Intake .... ‘Valve Stem Diameter, Exhaust .... 44 4 ry 45 Par. 128 Motoreraft AGS 600-700 2200-2800, 225.2075 2000 2000 Negative 3600 4100 Own Own 8 3 42 = 42 42 108.7 ay 106.7 106.7 42 ae 42 aa 106.7 106.7 1s 115 115 2367 2867 8.021 16.3:1 128 0.014-0.016 inch (0.855-0.406 mm) 0.017-0.019 ineh (0.481-0.482 mm) “4 “ “4 rr 45 45 45 45 Par. 128 - See Paragraph 114 ~ Motorcraft AGS 600-700 600-700 2200-2300 2225-2275 2425-3476 2000 2000 2300 Negative Negative ‘See Paragraph 85 ‘See Paragraph 84 —— 2,8895-2,3908 inches (60.693 -60.718 mm) 1,4997-1.5000 inches (88,092.38, 100 mm) 0.8711-0.8718 inch (9.425-9.443 mm) 0,3701-0.3708 inch (9.400-9.418 mm) 4600, 4600SU_ O Own 3 44 44 118 18 44 44 us 118 201 201 8293 3298 8.021 16.3:1 128 “4 44 45 45 Par. 128, Motoreraft AGS 1600-700 2400-2500 2425-2475 2200 2200 NegativeCONDENSED SERVICE DATA (CONT.) 4100 4600, 4600SU SIZES-CAPACITIES-CLEARANCES, conn, Main Bearing Diametral Clearance .. .0,0022-0.0045 inch (0.0559-0.1143 mm) Rod Bearing Diametral Clearance: Aluminum . 0,0021-0,0042 inch, ——_________— (0.058-0.107 mm) Copper-Lead ......6+e4eeees0¢5 ————0,0017-0.0038 ine» (0.0431-0.0965 mm) Camshatt Bearing Diametral Clearance ...... fe 0,001-0,008 inch (0.0254-0,0762 mm) Crankshaft End Play .... ,004-0.008 ine, $$ (0.1016-0.2082 mm) Camshaft End Play... ,001-0.007 inch ((.0254-0.178 mm) Piston Skirt-to-Cylinder Clearance See Paragraph 82 Cooling System (less Hate Quarts (U.S.) 1 Liters 10.41 Crankease 6.65 ‘See Paragraph 139, 149 Quarts (U.S). 24.6 246 48.3 48.3 Liters ‘ae 23.37 23.37 45.88 45.88 Steering Gear Manual: ‘Quarts (U.S. 4 e008 Liters ..2.2.2: fet Ms Power Steering: 19° 1g 19° 2ae lint oa OCs es, 18 22 “quarts (2.2 liters) on models with a aris (1.8 liters) on Model 4600SU when not equipped with a cab. cuneRAL 2310 2610 3610 4110 4610, 46108U Engine Make Becies °) On Own Own Own Own No. of Cylinders «2002.02... 3 3 3 3 3 Bore, Inches: Non-Diesel ¢ 42 42 44 Diesel... 42 42 44 aa 44 Bore, mm: Non-Diesel £ Es 106.7 108.7 ae 118 EER 106.7 106.7 m8 tits m8 38 42 44 42 42 44 96.5 106.7 118 106.7 106.7 is 118 Displacement, Cubie Inches: Non-Diesel . i 158 15 a 201 Diesel 158 175 192 201 201 Displacement Non-Diesel ee 3293 2589 3298 y 7.95: See Par. 79 Firing Order «« 128 ‘Valve Tappet Gap (Warm) Intake . —0.014.0.016 ineh (0.855-0.406 mm) 444M Exhaust . SI ——————0.017-0.019 inch (0.481-0,482 mm) ————CONDENSED SERVICE DATA (CONT.) GENERAL, CONT. Valve Face Angle, Degrees: Intake... : Exhaust 00.0... Valve Seat ‘ne Degrees: Intake ee Exhaust . Bes Ignition Timing... Injection Timing Spark Plug Make... Spark Plug Type Engine Low idle, rpm: Engine High Tale, rpm: Non-Diesel ...... Diesel . Engine Rated Speed, rpm: Non-Diesel . Diesel . Grounded tery’ SIZES~CAPACITIES—CLEARANCES Crankshaft Journal Diameter Crankpin Diameter . Camshaft Journal Diameter. Piston Pin Diameter .. Valve Stem Diameter, Intake ...... Valve Stem Diameter, Exhaust... Main Bearing Diametral Clearance . Rod Bearing Diametral Clearance: Aluminum ....6..6ceeceee Copper-Lead ........ Camshaft Bearing Diametral Clearance . Crankshaft End Play ........22.0. Camshaft End Play... Piston Skirt-to-Cylinder Clearance . Cooling System (Less Heater: a ‘Quarts (U.S.) Liters Crankease With Filter: Quarts (U.S.) Liters ‘Trans Final Drive & Hydraulic: Quarts (U.S.) Liters .... Steering Gear, Manual Quarts (U.S.) Liters . “Oil capacity is 2.8 U.S. quarts **0il capacity is 1.9 U.S. 2310 2610 3610 445 445 445 445 44.5 445 45 45 6 45 45 45 “ Par, 128 Par. 128 See Paragraph 114 Motoreraft —- Motoreraft AGS AGS 600-850 600-850 2250-2850 2250-2850 2225-2275 22252275 34 2000 2000 2000 2000 2000 Negative ‘Negative Negative See Paragraph 85 ‘See Paragraph 84 2,8895.2.3908 inches (60.698-60.718 mm) + 14997.1,5000 inches (88.092-38.100 mm) nami anisinen (2425-9:443 mm) —0.8701-0.8708 inch (9.400-9.418 mm) ——0.0022-0,0045 ineh (0.0559-0.1148 mm) .0,0021-0,0042.inch (0.053-0.107 mm) 0,0017-0.0088 inch (0.0431-0.0965 mm) 0.001-0.008 inch (0.0254-0.0762 mm) 0.004-0.008 inch (0.1016-0.2032 mm) 0,001-0.007 inch (0.6254.0.1778 mam) ‘See Paragraph 82 7 u - SS et 1 6.65, See Paragraph 149, 158 24.6 24.6 246 23.37 23.37 23,37 0.66 19° 19° 19 18 18 18 (2.2 liters) on models equipped with a cab. quarts (1.8 liters) on Model 4610SU when not equipped with a cab. 4110 445 445, 45 45 606850 2425 2476 2200 Negative 4610, 4610SU 445 445 45 45 Par. 128 ‘Motorcraft AGS 600-850 2450-2560 2350-2400 2200 NegativeSHOP MANUAL Paragraphs 1-8 FRONT SYSTEM AND STEERING FRONT AXLE ASSEMBLY AND STEERING LINKAGE 1, SPINDLE BUSHINGS. To renew spindle bushings (19 and 22—Fig. 1), proceed as follows: Support front of tractor and disconnect steering arms (17) from wheel spindles (24). Slide spindle out of axle extension (21). Drive old bushings from front axle extension and tal x oes See nes a mshing driver. New bushings will not ours final dzing not distorted dar ing installation. Renew thrust bearing (23) if worn or rough. 2, AXLE CENTER MEMBER, PIV- OT PIN AND BUSHING®. To remove axle center member (6~ Fig. 1), support front of tractor, unbolt axle extensions from axle center member and swing axle extensions and wheel assemblies away from tractor. Remove cap serew (1) and retainer (2), then unscrew front axle pivot. pin. (3). Withdraw axle center member from either side of tractor. Press out bushing (7). To reassemble, press a new bushing into axle center member. Insert axle center member into front support, instal pivot pin and tighten pin to 300-820, ft-lbs. (408-485 N-m). Install retainer (@)and tighten cap serew (1) to 75 ft-lbs. (02 N-m), If removed, tighten radius rod to axle extension bolts to 130-160 ft-lbs. (176-217 Nem), 8, FRONT SUPPORT. ‘To remove front support, proceed as follows: Remove engine hood, grille, lower hood. to front support bolts ‘and unbolt radiator from front support. Place floor jack under front end of transmission and take weight of tractor from front axle. Remove front axle pivot pin as_in paragraph 2. Remove bolts retaining front. support easting to engine and lower front support to floor. When reinstalling, tighten front support bolts to 180-220 ft-lbs. (244-299 N-m), 4. DRAG LINKS AND TOE-IN. Drag link ends are non-adjustable ‘automotive type and renewal procedure is evident. Refer to Fig. 1 for manual steering tractors and to Fig. 4 for power steering. Front wheel toe-in should be Yi to Yeinch (6.35 to 12.7 mm); vary the Jength of each drag link an equal amount to obtain proper toe-in. MANUAL STEERING GEAR 5, ADJUSTMENT. To adjust steering gear, first be sure gear housing is Fig. 1—Exploded view of ‘Aa ster meer rot tag tn ent * Comp 1 Seu era. Bas ee Wak end Spin bing. ower Sie ®@ (Models 2310- 2600-2610-3600- 3610-4100-4110 Without Cab) properly filled, then disconnect both drag links from steering arms and proceed as follows: 6. WORMSHAFT END PLAY. To check wormshaft end play, first loosen locknuts (1-Fig. 2) on sector shaft adjusting screws (8) and back screws out ‘two full turns. Wormshaft should tum freely without perceptible end play. Shims (24) are available in thicknesses of 0.0024 inch (0.060 mm) (brass), 0.005 inch (0.127 mm) (steel) and 0.010 inch (0.254 mm) (steel), also, a 0.005 inch (0.127 mm) thick paper gasket is available. Install at least one paper gasket and brass or steel shims as required. Tighten steering shaft cover retaining cap screws to a torque of 25 lbs. (84 Nem). Renew wormshaft bearings as outlined in paragraph 9 if end play is perceptible with paper ‘gasket, but without any metal shims installed ‘After checking or adjusting worm shaft end play, readjust sector shaft end play as follows: 7, SECTOR SHAFT END PLAY. Before adjusting sector shaft end play, be sure wormshait is properly adjusted as outlined in paragraphs 5 and 6, then proceed as follows Turn steering wheel to mid or straight-ahead position. With locknuts on both sector shaft adjusting screws loosened and adjusting serew on forward sector shaft (left side) backed out several turns, turn sector shaft. adjusting screw (right side) in until there is no perceptible end play in rear sector shaft (13—Fig. 2) Tighten locknut while holding adjusting screw. Turn adjusting serew on left side of unit (front sector shaft) in until there is no perceptible end play of front sector shaft (9). Hold the adjusting screw and tighten locknut. ‘Adjustment of steering gear is correct iffa pall of 1 to 2% Ibs. (0.45 to L23kg) is. required at outer edge of steering wheel to turn steering gear over center position. When adjustment of sector shafts is eorrect, reconnect drag links to steering arms 8. R&R STEERING GEAR AS- SEMBLY. To remove steering gear assembly proceed as follows: Disconnect battery and remove engine hood panel. Disconnect wiring harness plug located forward of fuel tank and safety start switch. Detach proofmeter cable at front connection. Remove steering wheel and sheet metal covers at each side of steer- 7Paragraphs 9-11 ing gear. Disconnect throttle linkage and remove rear hood panel. Disconnect fuel gage sender wire and all other wires which will interfere with fuel tank removal. Shut off fuel supply, discon- nnect fuel supply line and diesel fuel return line from tank, then remove fuel tank assembly. Thoroughly clean steering gear and surrounding area. Discon- nect drag links from steering arms, then unbolt “and remove steering ‘gear assembly from transmission housing, Drain lubricant from steering gear hous ing if unit is to be disassembled, ‘To reinstall steering gear, reverse removal procedure. Refill gear housing with Ford 134 oil 9, OVERHAUL. Major overhaul of steering gear unit necessitates removal of the unit from the tractor as outlined in paragraph 8. After removing: unit refer to Fig. 2 and proceed as follows: Remove steering arm retaining nuts (14) and pull steering arms (10 and 16) from sector shafts (9 and 13). Sector shafts and side covers (4) can be removed as a unit after removing cover retaining serews. To separate shaft and cover, remove locknut (1) and thread adjusting sserew (8) into cover until threads clear. Unbolt steering shaft cover (27) from gear housing (11) and remove cover, shaft and ball nut assembly. Do not disassemble ball nut and steering shaft assembly (23) as component replace- ment parts are not available. If steering shaft and/or ball nut are damaged, renew the complete assembly. The need and procedure for further disassembly andlor overhaul is evident from inspection of the unit. Gear housing sector shaft bushings ‘are not serviced separately from housing; installa new housing if bushings are excessively worn. Bushings (5) are renewable. Shims (7) on adjusting serews (8) are available in thicknesses of 0.063, 0.064, ).066 and 0.069 inch (1.600, 1.625, 1.676 and 1.752 mm). When reassembiing, select’ a shim that will provide 0.000-0.002 inch (0.00-0.05 mm) clearance between adjusting serew head and slot in sector shaft. To reassemble, insert steering shaft and ball nut unit into gear housing: with gear teeth on ball nut forward, then i stall steering shaft, housing (27) with proper number of shims as outlined in paragraph 6. Insert sector shafts, with their adjusting screws and correct thickness shims, into gear housing so sector gear teeth and ball nut teeth are timed as shown in Fig. 3. Place new *O” rings (Fig. 2) on side covers (4) and pull side covers into place with sector shaft adjustment screws. Install and tighten side cover retaining cap screws to a tor- y £2310, 2600, 2610, 3600, 9610, ‘4100 and 4110 without a cab. fey eae, Stor I a Sen te sue A “i + ate 2 koe He. Bs as Seri Seafeet ae Nut ‘ i Emsam SB BEDS #: Fete z San en & ‘que of 25 ft-lbs, (84 Nem) and adjust, sector shaft end play as outlined in paragraph 7. Install new packing rings (3-Fig. 2) on adjusting screws, install flat washers (2) and tighten adjusting serew Jocknuts (1) while holding ad- Jjusting screws in proper position, Refill gear housing with Ford 134 gear lubricant to level of plug opening (approximately 1.3 pints [0.61 liters}. When reinstalling steering arms, tighten retaining nuts (14) to a torque of 115-125 ft-lbs. (156-170 N-m). POWER STEERING SYSTEM CAUTION: Absolute cleanliness of all parts is of the utmost Importance in the operation and servicing of the hydraulic Power steering system. Of equal Impor- tance is the avoidance of nicks or burrs on any of the working parts. 10, FLUID AND BLEEDING. Recommended power steering fluid is Ford M2C41-A oll. Maintain fluid level at bottom of reservoir filler hole with tractor on level ground. Fluid and filter should be changed after each 600 hours of operation. ‘The power steering system is self bleeding. When unit has been disassembled, refill with new oil to full mark on dipstick, then start engine and eyele system several times by turning, steering wheel from lock to lock. Recheck fluid level and add as required B Geone Bi. String whee mut System is fully bled when no more air bubbles appear in reservoir as system is being cycled. 11, CHECKING SYSTEM PRESSURE AND FLOW. The power steering pump assembly incorporates @ pressure relief valve and a flow control valve. System relief pressure should be {600-700 psi (4140-4830 kPa) while flow should be 2.7 gpm (10.26 liters/min.) at 1000 rpm on Models 2600, 3600 and 4100 and 2.5 gpm (9.6 liters/min,) at 1000 rpm on Models 2810, 2610, 3610 and 4110. ‘To check system relief pressure, in- Fig. 2— Cross-sectional view of manus! steering ‘gear assembly showing correct Installation of ‘sector gears and wormshalt assembly. Reter fo Fig. 2 for exploded view and parts /deniieation.SHOP MANUAL stall a “T" fitting in pressure line (19—Fig. 4) at pump conneetion and con- rect a 0-1000 psi (0-7000 kPa) gage to fitting. With engine running at 1000 rpm and front wheels turned against Tock, gage reading should be 600-700 psi (4140-4830 kPa). CAUTION: When checking system relief ‘pressure, hold steering whee! against lock ‘only long enough to observe gage reading; pump may be damaged if steering wheel is held in this position for an excessive length of time. Pump must be disassembled to adjust opening pressure. Refer to paragraph 12 and Fig. 5. Shims (26) control system pressure and are available in thicknesses, iow of power steering pump (25) fs shown In Fi. 5. 4 Surin de 8 Sterna gear vate Ft mer te, Wb i ta ieeae ie i res ae 2 ee igs. oe Scene pap ‘of 0.010 and 0.015 inch (0.254 and 0.381 mm). A change of 0.006 inch (0.127 mm) in total shim pack thiekness will alter system pressure about 50 psi (845 kPa). 12, R&R AND OVERHAUL PUMP. ‘Thoroughly clean pump, lines and surrounding area, Disconnect lines from pump and allow fluid to drain, Cap all ‘openings to prevent dirt from entering. pump or lines, then unbolt and remove ‘pump assembly from engine front plate. ‘When reinstalling pump, use new sealing *O” ring and tighten retaining bolts to a torque of 26 ft-lbs. (35 N-m). Reconnect lines, fill and bleed system as in paragraph 10. Refer to Fig. 5 for an exploded view of = Ht tare ey Paragraphs 12-14 pump and reservoir. Clean pump and ‘surrounding area and disconnect pump pressure and return lines. Remove two cap screws securing pump to engine front cover and lft off pump and reser voir as a unit. Drain reservoir and remove through-bolt (1), reservoir (2) and filter (3). Relief valve cartridge (32) can now be removed if service is indicated. For access to shims (25), grasp seat (80) lightly in a protected vise and unscrew body (24), Shims (25) are available in thick nesses of 0.010 and 0.015 inch (0.254 and 0.381 mm). Starting with removed shim pack, substitute shims thus varying. total pack thickness, to adjust opening pressure. Available shims permit thickness adjustment in increments of 0.005 inch (0.127 mm) and each 0.005 inch (0.127 mm) in shim pack thickness will change opening pressure about 50 psi @45 kPa). If parts are renewed, cor rect thickness can only be determined by trial and error, using removed shim pack as a guide. ‘To disassemble pump, bend back tab washer and remove shaft nut (23), drive gear (22) and key (12). Mark or note relative positions of flange housing (18), pump bady (18) and cover (6); then Temove pump through-bolts (5). Keep parts in their proper relative position when disassembling pump unit. Pump gears (10 and 11) are availabie in a matched set only. Bearing blocks (9) are available separately but should be renewed in pairs if renewal is necessary because of wear. Bearing blocks should also be renewed with gear set if any shaft or bore wear is evident. ‘When reassembling pump, tighten through-bolts (6) to 15 ft-lbs. (20 N-m) and drive gear nut (28) to 58 ft-bs. (78 N-m). 13. CONTROL VALVE AND STEERING GEAR ASSEMBLY. The power steering system is linkage booster type which utilizes a control valve combined with stering shaft and assembly as an integral unit. Refer {0 Fig. 6 for an exploded view. of assembly. Adjustment and service information for unit is contained in the following paragraphs 14 through 18. 14, ADJUST STEERING GEAR. ‘The steering wormshaft (21-Fig. 6) is carried in needle roller bearings (20 and 22) which require no adjustment. End thrust of wormshaft is utilized to ‘operate control valve spool. ‘To adjust sector gears, loosen Tocknuts (1) and back both adjusting: serews (8) out two full turns. Turn ad Jjusting serew on rear sector shaft (13) in ‘until there is no perceptible backlash of rear sector shaft gears. Tighten locknutParagraphs 15-17 while holding adjusting screw in this position. With rear sector shaft_ad- usted, turn adjusting screw on front sector shaft (9) in until there is no perceptible backlash of front sector shaft gears, then tighten locknut while holding adjusting screw in this position. 15. R@R STEERING GEAR AND CONTROL VALVE ASSEMBLY. Remove steering gear by disconnecting «il lines and using procedure outlined in paragraph 8. "To reinstall steering gear assembly, reverse removal procedure. Refill and bleed power steering system as outlined in paragraph 10. Refill steering gear with Ford 134 oil. 16, RENEW CONTROL VALVE UPPER SEAL. If power steering fluid Jeaks from steering column housing, the ‘control valve upper seal (40-Fig. 6) is leaking and can be renewed as follows: Fallow gener] procedures outine in paragraph 15, except that fuel lines do not need to be disconnected nor does fuel tank need to be removed. ‘Thoroughly clean steering gear and con: trol valve assembly. Remove eap serews retaining steering column (41) to steering gear and remove steering column. Remove seal from lower end of steering column with a suitable puller. Drive bushing (42) from upper end of steering column witha 1-inch (25.4 mm) diameter dowel iBe- 2 amps ieee toes 3 yeeoectente 33 ae Sra iS Pa 3 Ree 1 Serco Eines 2 oe igen, Ee sie i es 2 37 1k Od err & ter poe u 1 Seeing came a errata ce 2 teats i Wo i Reena? Soma 16, Stow arm, RAL a Tie set 46, Stering wheel mat FORD Install new seal in lower end of steering column using a 1% inch (34.9 mm) diameter driver. Install seal so spring and lip will be downward (towards con: valve). Tighten steering column re- if cap serews to a torque of 25 8. (34 Nm) and remove seal suide. Install new bushing in top end of steer- ‘ing column, then reinstall removed parts, Refill and bleed power steering as outlined in paragraph 10, 17, OVERHAUL — CONTROL. VALVE, With steering gear and control valve assembly removed from tractor as outlined in paragraph 15 proceed as follows: Seribe a line across steering column, valve housing and adapter to facilitate reassembly. Remove return line union (63—Fig, 6) from valve housing, diseard “0” ring (82) and unserew check valve (84), Remove cap screws retaining steer ing column and remove column from steering shaft. Carefully unstake Jocknut “(38) and temporarily install steering wheel on shaft to hold shaft while unscrewing nut. Remove steering. ‘whee! and nut and position steering gear unit on bench so steering shaft is in horizontal position. Slide spring washer (37), upper thrust bearing, (86), control valve assembly (27) and lower thrust bearing (26) from steering shatt, NOTE: Ta care that control valve ‘spool, plungers (20) and check valves (28) do not drop out of valve housing as It is removed from steering shaft. Unbolt and remove adapter (23) from steering gear housing. Note which end of control valve spool has the identification groove (Fig. 9), then slide spool from housing. Remove the six plungers (30-Fig. 6), three 13 Fig, 7—Crossasctonal vin of tstenbiy showing comect ‘of sector gears ond wormsha rote’ to Fp. 6 for ‘iploded vie of unit and for parts idence. tionSHOP MANAUL CHECK VALVE Fig. 8— View showing upper side of contol valve and p00! assembly, Install the thee sets of control valve plungers and springs and fhe two check valves Is the ‘ores In housing as shown. PLUNGERS, CONTROL VALVE HOUSING springs (35) and two check valves (28), noting which hole contained check valves. If any of the brass seats (28 and/or 81) for pump pressure line and Fig. 8— Insert control valve spool in housing 50 ‘dentification groove (6) wil be towards bottom ‘ond of steering shaft. steering cylinder lines are damaged, remove them from valve housing by threading a tap into the seat, clamping tap in a vise and pulling housing from seat. Remove seal (40) and bushing (42) from steering column, Remove seal (24) from adapter (23). Inspect all removed parts for damage or undue wear and renew any not accep- table for further service. Install new “0” rings (25, 82 and 99), seals (24 and 40) and locknut (88) when reassembling. To reassemble, proved as follows: ‘To reassemble control valve, install new seal (24) in adapter (23) with lip of seal up (towards control valve). Install a new 0,005 inch (0.127 mm) thick paper gasket (19) on steering gear housing, then slide adapter over steering shaft and tighten retaining nuts to a torque of 25 ft-bs. (34 Nem). Place new “0” ring in groove in top of adapter. Place small race, bearing retainer and large race over steering shaft and against SLOT Fig. 10—When valve retain Ing. nut is property pos tioned as expleined in text ‘stoke nut fo slot in shaft ‘shown. Paragraph 18 shoulder on shaft. Lubricate valve spool and insert in housing with identifying groove in same direction as when removed. Insert check valves in same bore from which they were removed and with open ends inward. Lubricate and insert the six plungers in the remaining bores with a spring between each set of plungers. Carefully place the assembled valve unit on steering shaft next to thrust bearing with the offset cylinder ports down as shown in Fig, 10. Place large race of upper thrust bearing on shaft against valve, then install bearing retainer and small race. Place spring against. small thrust bearing race with cup side of washer towards the race. Install new locknut. ‘Tighten nut so all end play is removed, then loosen nut 1/6-turn and stake nut to locating slot in steering shaft as shown in Fig. 10. Complete remainder of assembly by reversing disassembly pro: cedure, 18. OVERHAUL STEERING GEAR. With control valve assembly and adapter removed from top of steering gear as outlined in paragraph 17, refer to Fig. 6 and proceed as follows: Remove nuts (14) and with suitable pullers, remove steering arms (10 and 16). Remove locknuts (1) from sector shaft adjusting serews (8) and remove cap serews retaining side covers (4) to steering gear housing. With screw. driver, turn adjusting screws in to push side covers from sector shafts and steer: ing gear housing. Withdraw sector shafts (9 and 13) and adjusting screws from housing. Remove steering shaft and ball nut assembly (21). Drive seals (18) from steering gear housing. Carefully inspect all parts and renew any that are damaged or show excessive wear, Sector shaft bushings in steering, gear housing are not serviced separately from housing. Bushings (5) are renewable. Steering shaft and ball nut assembly is serviced as a complete unit only. Renew needle bearings (20 and 22) in steering gear housing and adapter if loose or worn; drive or press on lettered (trade mark) end of bearing cage only. Reassemble unit as follows: Install seals (18) in gear housing with lips of seals to inside. Install new seals (24) in adapter (23) with lip of seal upward (toward control valve). Place steering shaft and ball nut assembly in ear hous ing with gear teeth on ball nut forward, then install adapter with a new 0.005, inch (0.127 mm) thick paper gasket (19). steering shaft; wrap threads, sharp shoulders, etc., with plastic tap "Paragraphs 19-22 Tighten adapter retaining nuts to a torque of 25 ft-lbs. (84 N-m). Insert ad- Justing screw (8) in slot of rear sector ‘gear (13) gear with double teeth) with a shim (7) of thickness that will give 0,000-0,002. inch (0.00-0.05. mm) clearance between head of adjusting serew and slot in sector shat. Shims are available in thicknesses of 0.063, 0.064, 0.066 and 0.069 inch (1.600, 1.625, 1.676 ‘and 1.752 mm). Insert assembled sector gear and adjusting serew in gear housing so teeth of sector gear and ball nut are meshed as shown in Fig. 7, Install a new *O” ring (6~Fig. 6) on side cover (A), lubricate “O” ring and pull side cover onto sector gear with adjusting screw. Install side cover retaining cap screws and tighten them to a torque of 25 ft-lbs. (84 N-m), Turn adjusting screw in until there is no perceptible end play fof sector shaft, then install a new washer (2) and 'locknut (1). Hold adjusting serew in proper position while in stalling and tightening locknut. Select a shim (7) for front sector shaft (9), then install front sector shaft. as previously outlined for rear sector shaft using Fig. 7 as a guide for timing front sector to rear sector shaft teeth. Install steering arms and tighten retaining nuts to a tor ‘que of 120 ft-lbs. (163 Nm). Reinstall control valve as outlined in paragraph 17, and reinstall steering: gear and control valve assembly as. outlined in paragraph 15, 19. POWER CYLINDERS. Power cylinders are right and left assemblies and should be identified prior to removal. Place a drain pan under cylinder to be removed and diseonneet hydraulic lines. Remove nuts from front Fig. 11~ Exploded vin FORD 1 Power steering cylinder used on 2310, 2600, 2610, 3600, 3610, 4100 and ‘4110 models without cab. Paton fod seals can be renewed but cylinder, piston end piston rod are not serviced except as a compete cylinder assembly. 1. Opera. ie 5 Busting 2 Fag sats Over 5 Sop S Grease iting 5 Straper masher 10. Bt aerbly and rear ball socket assemblies and bump from mounting holes. Clear cylinder of oil by moving piston rod back and forth Loosen clamp and unscrew forward end assembly (10 Fig. 11) from piston rod. Remove snap ring (9) and pull rod to fend of travel. ‘Then, remove scraper washer (7), wiper seal (6), aluminum bushing (8) and inner seal (5). (If seal did rot come out with piston rod, remove ith awl, or other sharp pointed tool.) If cylinder or piston rod is damaged, the complete power cylinder must be renewed as only the rod end assembly and seal kit are available for service. Reas- semble by reversing disassembly procedure. Seals should be soaked in power steering fluid prior to installation Carefully install inner seal over piston rod with lip of seal inward, then, using a dull pointed tool, work outer lip of seal into proper position in cylinder. Install the aluminum bushing, outer seal with lip outward, washer with scraper lip outward and then install retaining snap ring and forward end assembly. Rein stall power eylinder with ports upward, reconnect cylinder lines and fill and bleed the system as outlined in paragraph 10. NOTE: Forward ond assembly should 'be screwed far enough onto piston rod so piston will reach end of stroke before front wheel spindles contact thelr stops. Piston rod should not flex when cylinder is {ully extended. FRONT SYSTEM AND STEERING (Models 2310- 2600-2610-3600- 3610-4100-4110- With Cab And Models 4600SU- 4610SU) FRONT AXLE ASSEMBLY AND ‘STEERING LINKAGE 20, SPINDLE BUSHINGS. To renew spindle bushings (12~Fig. 12), support front of tractor, detach steering, arm from wheel spindle and withdraw spindle from axle extension. Drive old bushings out of axle extension and in: stall new bushings using a suitable driver. New bushings should not require sizing if not distorted during installation. Renew thrust bearing (14) if worn or damaged. 12 21. AXLE CENTER MEMBER, PIVOT PIN AND BUSHINGS. To remove axle center member, detach radius rods, drag link and tie rods from axle and steering arms. Support front of tractor and remove pivot pin retainers (29 and 28—-Fig, 12). Unserew axle pivot pin (27), raise front of tractor and roll axle assembly from tractor. If neces- sary_press bushing (26) out of axle. Reverse removal procedure to install axle assembly. Tighten pivot pin (27) to 300 ft-lbs. (408 N-m). ‘Tighten cap serew securing retainers (28 and 29) to 75 ft-lbs. (102 N-m). Tighten radius rod to axle extension bolts to 180 ft-lbs. (244. Nem). 22, FRONT SUPPORT. ‘To remove front support (10—Fig. 12), refer to paragraph 21 and remove front axle assembly. Drain engine coolant and remove hood, grille and radiator. Remove bolts retaining front support casting to engine and lower front support to floor. When reinstalling, tighten front support bolts to 280 ft-lbs. (380 N-m.SHOP MANUAL 23, TOE-IN ADJUSTMENT. Front wheel toe-in is adjusted by detachingand turning tie rod end @4-Fig. 12) Desired front wheel toe-in is O-¥e inch (0-12.7 mm), Center steering arm (19) should be centered with front wheels pointed straight ahead. MANUAL STEERING GEAR 24, ADJUSTMENT. If there perceptible end play of either the steering (worm) shaft (6—Fig. 13) or the rocker shaft 22) and a pull at outer edge of steering wheel of 1 to 2% Ibs. (0.45 to 1.28 kg) is required to turn gear unit past. midposition (with drag link or power steering cylinder, disconnected from steering arm), adjustment can be considered correct. Although usually performed only during reassembly of ‘gear unit, adjustments for wormshaft and rocker shaft end play ean be made to correct excessive end play or turning ef fort, With unit removed from tractor as outlined in paragraph 27, proceed as follows: os — 20 oa Fig. 12— Exploded view of front axle assembly used on Models 2310, 2600, 2610, 2600, 2610, 4100 and ‘4110 with cab and Models 4800SU and 4610SU. Power steering is shown but exle assembiy is same Parti Lipeigge oe or piste a Ba gee co i foots $eao) ii ioe a aaah ieee ioe Pee ios. i pes, Beas iieats tes eee 2k ESE Paragraphs 23-28 25, WORMSHAFT END PLAY. Remove side cover (25~Fig. 13) and inspect condition of unit. If no obvious damage or excessive wear is noted, add ‘or remove shims (14) and gaskets (15) so wormshaft turns freely, but has no perceptible end play. Approximate shim ‘and gasket thickness ean be determined by installing steering column without shims or gaskets and measuring resulting gap between steeringe column, and gear housing. Tighten column re ing nuts finger tight and measure ‘gap at several points with feeler gage as shown in Fig. 17. Paper gaskets are 0.005 inch (0.127 mm) thick and steel shims are available in thicknesses of 0.008 and 0.010 inch (0.076 and 0.254 mm). Use one gasket on each side of shim paek and, on final assembly, apply allight coat of sealer to gaskets. Tighten steering column retaining nuts to a torque of 25.35 ft-lbs. (34-47 N-m). 26, ROCKER SHAFT END PLAY. First, adjust wormshaft end play as ‘outlined in paragraph 25, then proceed as follows: Be sure rocker shaft and ball nut are in midposition and roller is in. place as shown in Fig. 14, then install side cover (@5-Fig. 13) without. shims (23) or gaskets (24) Tighten retaining nuts and cap screws equally finger tight, then measure gap between side cover and steering, housing at several points with feeler gage. Average gap measurement is approximate thickness of shims and gaskets required. Shims are 0.005 inch (0.127 mm) thick. Use one gasket. on each side of shim pack and, on final assembly, apply a light coat of sealer to gaskets. 27. R&R STEERING GEAR AS- SEMBLY. To remove steering gear, refer to paragraph 138 and remove cab. Shut off fuel supply and disconnect lines to fuel tank. Lift hood panel and swing, ‘out battery holder. Remove fuel tank filler eap. Unserew fuel tank retaining bolts and remove fuel tank. Detach drag. link from steering gear steering arm. Unserew steering gear retaining bolts and lift steering gear assembly off trac tor. Drain lubrieant from steering gear housing if unit is to be overhauled. Reverse removal procedure to install steering gear assembly. Refill gear housing with Ford 134 oil. 28, OVERHAUL STEERING GEAR UNIT, With steering gear assembly removed from tractor as outlined in para- ‘graph 27, refer to exploded view of unit in Fig. 13 and proceed as follows: Remove nut retaining steering arm (16) to rocker shaft (22) and using Suitable pullers remove arm from shaft. 13Paragraph 28 Cont. Fig, 13— Exploded view of manual steering goar unit. Thirty-four %:Inch (8.52 mm) diameter 19 18 17 ddeee 16 tee! bali are used in the assembly; twenty are used for steering shalt bearings and 14 are used in ball nat (@) and tube (17) recirculating groove. Unbolt and remove side cover (25), ward, then remove upper bearing race shims (23) and gaskets (24). Remove (5) and the 10 loose bearing balls (9). roller (7) from ball nut (8) and slide rocker shaft from housing. Unbolt and remove steering column (4), shims (14) and gaskets (15) from gear housing: Remove bushing (3) from upper end of steering column. Pull wormshaft (6) up- sembly with ‘side cover moved. Roller moves in slot Inside 14 Remove wormshaft and ball nut assembly from gear housing as shown in Fig. 15, then remove the 10 loose bear: ing balls from gear housing. Unscrew ball nut assembly from wormshaft and remove the 14 recirculating balls from Fig. 15— moving ball nut and steering shaft ‘assembly from gear housing. Fig. 16—Instaling upper bearing race and ball earings. the mut, ‘Tube (11-Fig. 13) can be removed, from nut (®) if necessary. Remove lower hearing race (12), spacer (13), bushings (19 and 21) and oil seal (18) from gear housing (28) ‘To reassemble, proceed as follows: In stall new bushings (19 and 21) using piloted drift or bushing driver, then in Stall new seal (18) with lip to inside of gear housing. Install spacer (13) and lower bearing race (12) in gear hous then stick the 10 bearing balls in race with grease. Assemble tube (11) to ball nut (8) if removed, then stick the 14 recirculating balls in tube and groove of nnut with grease. Thread ball nut assembly onto wormshaft, then install shaft and nut assembly in gear housing asin Fig, 15. Carefully insert wormshaft into lower bearing to avoid dislodging any of the bearing balls, then while holding shaft in bearing, place upper bearing race over shaft and invert assembly allowing gear housing to rest against end of shaft. Stick the 10 bear ing balls in upper race with grease, then push bearing assembly up into housing as shown in Fig. 16, While holding against upper bearing, turn assembly Fig. 17—Measuring clearance between hhousing and steering column housing to de ‘mine shim and gasket thickness needed. Shim ‘and’ gasket thickness required between gen! housing end side corer Is determined In similarSHOP MANUAL upright, Install new buishing (8—Fig. 13) in steering column, then refer to paragraph 25 for wormshaft adjustment and column installation. Insert rocker shaft. Install. steering ‘arm (16)_and tighten retaining nut to a torque of 120 Yt-lbs. (168 N-m). Place roller on end of ball nut (Fig. 14) and install side cover with proper shims and gaskets from rocker shaft adjustment as outlined in paragraph 26, ‘equipped. Power steering Mid coole POWER STEERING SYSTEM CAUTION: Absolute cleanliness of all parts Is of the utmost importance in the ‘operation and servicing of the hydraulic power steering system. Of equal impor: ‘tance Is the avoidance of nicks or burrs on any of the working parts. 29, Power steering models use in tegral power assist. unit shown schematically in Fig. 18 and exploded in Fig. 19. A piston is built into the shaft ball nut and a eylinder machined into the ‘gear case housing; and entire case unit is pressurized by steering oil. Control is by ‘means of a rotary valve which is built in- to piston and bail nut unit (12) and is not available separately. The pressure passage to top of piston (P) is internal while lower end is pressurized by external flow through pressure tube (24). The piston and ball nut moves upward for a right hand turn. Manual operation of steering gear is made possible by a check ball (7) located in valve housing which recirculates oil within gear housing when pump is inoperative. Fig. 19 Exploded view of ‘power assist steering gear. Steering shaft Paragraphs 29-34 30, FLUID AND BLEEDING. Rec- ‘ommended power steering fluid is Ford ‘M2C4I-A oil, Maintain fluid level to full ‘mark on dipstick on early models with separate reservoir; or bottom of filler neck on late models with integral pump and reservoir. After every 600 hours of ‘operation, it is recommenced that fluid ‘and filter element be changed and reser voir cleaned. ‘The power steering system is self bleeding. When unit has been disassembled, refill reservoir to_full level, start and idle engine, and refill if level lowers. Cycle steering gear by turning steering wheel at least five times from lock to lock, maintaining fluid level at or near full mark. System is, fully bled when no more air bubbles appear in reservoir and fluid level ceases to lower. 81. SYSTEM PRESSURE AND FLOW. Power steering system pressure should be 850-950 psi (6860-6550 kPa). Normal pump flow at 1000 rpm is 2.7 gpm (10.26 liters/min,) ‘on Models 2600, 3600, 4100 and 4600SU and 8.6 gpm (13,68 liters/min.) on Mod- els 2310, 2610, 3610, 4110 and 4610SU. Pressure and flow can be checked by teeing into pump pressure line. Pump must be removed for relief valve adjust- ‘ment as outlined in paragraph 12. 82, R&R AND OVERHAUL PUMP. Pump is identical to pump used on ‘models without cab, Refer to paragraph 12 for pump removal, overhaul and re- installation. 33. R&R STEERING GEAR ASSEMBLY. Remove steering gear by disconnecting oil lines and using procedure outlined in paragraph 27. Reverse removal procedure to install steering gear. Refer to paragraph 23 to fill and bleed power steering system. 34. OVERHAUL STEERING GEAR. Before disassembling the removed steering gear, temporarily reinstall steering wheel and disconnect external oil feed pipe (24—Fig, 19). Turn steering wheel from lock to lock several times until as much fluid as possible is pumped from housing. Remove steering arm (15) using Special tool 1001 or other suitable puller. Remove side cover (23), gasket (20), and rocker shaft. end float shim (22), Turn steering shaft until rocker shaft arm is centered in housing openi as shown in Fig. 20, then wit rocker shaft, Remove the four stud nuts securing steering column (1—Fig. 19) and lift off column and shaft (2), Remove and save shim pack (6). Install oil seal protector sleeve (tool SW 23/1 or FT.3147) over steering shaft spline as shown in Fig. 21, 15Paragraph 34 Cont. Refer to Fig. 19 for parts Identification. gently tap valve housing (8) away from bearing housing (9) and lift off valve housing, saving bearing adjustment shims (8) as valve housing is removed. Remove eap screws retaining bearing housing (@-Fig. 19); then, turning splined end of steering shaft counter- clockwise, force hearing housing (9) and bearing (10) up and out of tall nut and main gear housing. Shaft bearing (10) contains 15 5/l6-inch (7.93 mm) diameter loose steel balls which are free to fall as parts are removed. Bearing balls are interchangeable with the 28 steel balls used in steering nut (N— Fig. 22), Working through side opening. carefully push ball nut (N), piston and associated parts out of main housing. Note that ball nut. is prevented from turning in housing by groove (G) which fits over guide peg (13). Be careful not to damage piston rings (11) as piston is withdrawn, Remove clamp bracket (B), transfer tube and the 28 bearing balls from main nut. Examine all parts for wear or scoring and make sure parts are thoroughly Dm 4 sw 23/1 4 Fig. 21— Ol! seat protector sleeve (SW 237 or FT3147) should be used as shown. Retort Fig. 18 for parts Identiiestion except for "O° ring ‘seal 8) 16 3. Cp race 6. Latin rove cleaned, Renew all seals, gaskets and "0" rings when unit is disassembled, as all parts are under system pressure. “O" rings are located on piston guide peg (13); and between bushing sleeves. in control valve housing as shown in Fig. 23. Carefully push bushings out top end of housing. Seal (2) must be installed from underside (chamfered) end of bushing sleeve (4), using Special tool SW 23/2 which applies pressure inthe sroove between the two seal lips. Coat sealing “O" rings sparingly with a suitable lubricant and install carefully using Fig. 23 as a guide. Assemble steering gear as follows: In- stall piston rings (11-Fig. 22), if removed, and rotate rings until end gaps are 180° apart. Align groove (G) with locating pin (13) and carefully install ston using a suitable ring compressor. Position ball nut assembly so rocker shaft arm slot is aligned with main hous ing side opening (Fig. 20) and install rocker shaft with spring (21) removed. ‘Temporarily install main housing cover (23-Fig. 19), using a new gasket (20) but omitting end float shim (22) at this time. Install and tighten side cover Ca L M4 8 us Fig, 23—Control valve housing. partially disassembled, showlng location of bushing ‘sleeves and 0" rng seals, ER ceo Mit Soe Fig. 24—With piston at top of stroke, instal ‘wormshat (5) and lower half of transfer tbe (7, then Teed in the 28 loose balls (8) using clean ‘ease. Refer to text retaining cap serews to 40 ft-lbs. (64 Nem). ‘Then using a dial indicator, measure and record rocker shaft end float. Remove side cover then reassem: ble, installing spring (21) and an end float shim (22) which most nearly equals measured end float minus 0.008 inch (0.203 mm). Shims (22) are available in thicknesses of (0.050, 0.060 and 0.080 inch (1.270, 1.524 ‘and 2.032 mm) Retighten side cover cap screws to 40 ft-lbs. (64 N-m), Turn rocker shaft until ball nut and piston unit is at top of its stroke. Install wormshaft and lower half of transfer tube as shown in Fig. 24, then feed in the 28 bearing balls using’clean grease Agata oper al of rater tae and clamp bracket (B~Fig. 2 install bearing bowing (Fig. 19) and tighten retaining cap screws to 2 torque of 18 ft-lbs, (24 Nem), Slide SW 23/2 25—Using protector sleeve (SW 237 ov instal and bottom valve. housing Without’ shims: then measure shim pack thickness ae shown. Install shims qual to ‘measured clearance. minus 0.003" inch (0.076 mm.SHOP MANUAL Fig. 28— Make sure stooring column I bottomed in’ steering shaft splines, then measure Clearance for uoper shim pack 2s shown. Install ‘shims equal to meesured clearance PLUS 0.005 Inch (0.127 mm. lower race of bearing (10) into bearing, housing bore, grooved side up, then install the 15 steel balls in bearing groove using clean grease. Position oil seal protector sleeve (SW 23/1 or FT.B147) over shaft splines as, shown in Fig. 25; then, omitting bearing. adjusting shim pack (8—Fig. 19), install control valve housing. Tap housing lightly into place until it bottoms, then using a feeler gage, measure clearance between bearing housing and valve housing as shown in Fig. 25. Install a shim pack (8-Fig. 19) equal to. measured clearance mintis 0.0083 inch (0.076 mm). and 0.635 mm). Shim pack must be ac- ‘curate to within 0.0015 inch (0.038 mm). Shim pack (8) controls preload of worm gear bearing (10), Paragraphs 35-36 With bearing preload correctly ad: Jjusted, assemble and install steering col- ‘umn, upper steering shaft. and bearing, washer. Omit shim pack (5) on trial assembly. Make sure steering column is, bottomed on steering shaft splines; then ‘measure clearance between steering column flange and valve housing as shown, in Fig. 28, Install shim pack (5—Fig. 19) equal to the measured clearance PLUS 0.005 inch (0.127 mm). Shim (6) is available in 0,005 inch (0.127 mm) thickness only. Tighten steering column stud nuts to a torque of 33 ft-lbs. (44 N-m). Complete assembly by reversing the disassembly procedure. Tighten ex: ternal feed line banjo bolts to 28 ft-lbs. (38-Nem), steering arm nut to. 225 feclbs. (206 N-m) and steering whee! nut, to 70 ficlbs. (95 Nem). Install steering gear unit as outlined in paragraph 33. FRONT SYSTEM AND STEERING (Models 4600 And 4610) FRONT AXLE ASSEMBLY AND ‘STEERING LINKAGE All Models 35, SPINDLE BUSHINGS. To renew spindle bushings (21 and 23—Fig. 27), support front of tractor and disconnect steering arms (13 and 19) from wheel spindles (26). Slide wheel and spindle assemblies (remove wheels from hhubs if desired for clearance) out of front axle extensions. Drive old ‘bushings from front axle extensions and install new bushings with piloted drift or bushing driver. New bushings are final sized and should not require reaming if carefully installed. Renew thrust bearing (24) if worn or rough. 36. AXLE CENTER MEMBER, PIVOT PINS AND BUSHING. ‘To remove axle center member (6—Fig. 27), support front of tractor, remove bolts from clamps (10) on connecting rod (9) and bolts that retain axle extensions in center member. Slide axle extension, spindle and wheel assemblies out. of center member. Support center member and remove trunnion (2), then remove center member from front support NOTE: When removing trunnion, take ‘care not to lose or damage shims (4). Pivot pins are an integral part of front axle center member and are renewable 7Paragraphs 37-60 by installing new center member only. Pivot pin bushing: @) in trunnion and bushing (8) in front support should be renewed if worn. Also, renew thrust washers (5 and/or 7) if worn, Reinstall front axle center member by reversing removal procedure. Install shims (4) as required to eliminate end play of axle center member between front support and trunnion. Shims are available in thicknesses of 0.002, 0.005, and 0.015 inch (0.050, 0.127 and 0.381 mm). Place all shims between front thrust washer (5) and trunnion (2). 37, FRONT SUPPORT. ‘To remove front support, proceed as follows: Drain cooling system and remove hood, grille and radiator. Support front end of tractor. Disconnect drag link from end assembly (18 Fig. 27) and remove trunnion (2). Roll front axle assembly away from tractor, attach hoist to front sup: port, then unbolt and remove front support’ from engine. Install by reversing removal procedure. Tighten front support to engine bolts to a torque of 280 ft-lbs. (880 N-m). Install shims (4) between thrust washer (5) and trunnion (2) to eliminate end play of front axle on pivot pins. When reconnecting drag refer to paragraph 39, 39. DRAG LINK, CONNECTING ROD AND TOE-IN. Front wheel spi dle arm connecting rod ends and drag. link ends are of. the non-adjustable automotive type. Procedure for renew- {ng rod and link ends is self-evident. ‘Toe-in should be correct for each tread width position when connecting rod clamp bolt is placed in corresponding notch of rod end asembly. If toe-in is not within limits of 0 to Yeinch (0 to 12.7 mm), check for bent or excessively worn mare Length of drag link between steering. gear arm and left front spindle arm. should be adjusted for different tread width positions as follows; When left. Saviienmane hiss aren tion or extended two inches (50.8 mm) (one adjustment hole), drag link should be in shortest 1. Then, lengthen dag ink ene tote for enc atonal two-inch (50.8 mm) extension of left front axle. STEERING GEAR 40. Models 4600 and 4610 manual and power steering gear units are identical to those used on previous models equipped with a cab. Refer to paragraph 24 or 29 for service procedures. ENGINES AND COMPONENTS R&R ENGINE WITH CLUTCH All Models 59. Disconnect battery, remove vertical exhaust muffler (models so equipped), withdraw hood mounting. serew, then remove hood. On models without & cab, disconnect electrical connectors be- ‘ween front and rear wiring harness. For access to wiring on models with a cab, remove steering column access panel. Disconnect electrical connectors between front wiring: harness and safety start, switch sender wire, windshield ‘washer motor sender wire and rear wiring harness at multi-connector. Remove any connectors retaining front harness to engine Disconnect proofmeter drive cable from oil pump drive gear on left side of ‘engine. If equipped, remove bolts and nuts securing front radius rods. On models 0 equipped, disconnect power steering pressure and return tubes at pump and reservoir assembly. If equipped, remove nut securing left drag link to ‘spindle arm, then ‘separate. On models without a eab, disconnect right drag link. Disconnect center and left 18 support struts from rear hood assembly. ‘On models with a cab, remove retaining bolts to withdraw hood rear support assembly. Remove bolts and nuts securing front end of fuel tank. On models without a cab, remove nuts and bolts mounting battery support bracket to rear hood panel. Unhook wiring from starter motor. Remove mounting cap serews, then withdraw starter motor. On models with a eab, close heater water control valves and disconnect hoses and plug. Disconnect fuel shut-off ot choke eable. Disconnect throttle control rod from fuel injection pump or earburetor, Unhook fuel leak-off tube from neck of fuel tank filler tube, Close fuel shut-off valve, then disconnect tube at tank joining fuel tank to fuel filter. On models 30 equipped, remove right steer- ‘ng gear covers. Disconnect pipes connecting hydraulic pump to rear axle center housing at pump. On models with horizontal exhaust, disconnect exhaust pipe at engine manifold. On models so equipped, disconnect from center housing and dischange air conditioning system. Disconnect and plug air conditioning lines. Remove flywheel inspection cover and engine FORD Fig. $2—When reinstalling engine to-trans- imission housing, tighten bolts shown at loca. tions "in -drawing to. the following torque Sacctind 1 eae smite sea sais Eats eae plate+to-transmission mounting cap serews. Insert wood wedges between front axle and front support. Place supports under front end of transmission housing and support engine with hoist or rolling floor jack, unbolt engine from transmission and roll front unit away. Remove battery, battery tray and mounting brackets. Remove all necessary components to separate front axle assembly from engine. To reinstall engine, reverse removal procedure, Refer to Fig. 68 for engine: to-transmission bolt tightening torques. Refill and bleed systems as outlined specific sections. On models equipped with air conditioning, system must be evacuated before being recharged. ENGINE COMPRESSION PRESSURES All Models 60. ‘The Ford Motor Company recom: rmends that compression pressures be checked only at cranking speeds. Non diesel engine compression pressures should be checked with all spark plugs removed, the throttle in wide open position and with the choke knob in, NOTE: Insutficient cranking speed can cause low compression pressure readings. For this reason, the battery should be well charged and the starting ‘system functioning properly to assure a ‘cranking speed of 150 to 200 rpm. ‘The following table gives compression pressure ranges and maximum allowable eylinder-to-cylinder variation for a ranking speed of approximately 200 rpm:SHOP MANUAL Non-Diesel Engines: Compression Pressure Range... 110-210 psi (759-1449 kPa) Max. Allowable Variation psi (173 kPa) Diesel Engines: Compression Pressure Range -.« 300-400 psi (2070-2760kPa) Max. Allowable Variation ...... .50psi (B45 kPa) R&R CYLINDER HEAD All Models 61, To remove cylinder head, proceed as follows: Remove vertical exhaust muffler, if so equipped, and remove the ‘engine hood. On models with horizontal ‘exhaust system, disconnect exhaust pipe from exhaust manifold. Remove the exhaust manifold, battery, battery tray and battery support brackets. Drain cooling system and remove upper radiator hose. On diesel models, disconnect air intake hose from intake manifold, shut off fuel supply valve and remove fuel filter assembly from intake manifold. Remove fuel injectors as outlined in paragraph 112. Remove intake manifold, On gasoline models, shut off fuel supply valve, disconnect air inlet hose, fuel line and throttle rod from carburetor, disconnect vacuum line from intake manifold and distributor and remove intake manifold and carburetor as a unit. Remove spark plugs. Disconnect ventilation tube from rocker arm cover and remove rocker farm cover, rocker arm assembly and push rods. Remove remaining, cylinder head bolts and remove cylinder head from engine block, NOTE: If cylinder head gasket failure hhas occurred, check eylinder head and block mating surfaces for flatness. M imum allowable deviation from flatness is. 10.006 inch (0.152 mm) overall or 0.003 inch (€.078 mm) in any six inches. If cylinder hhead is not within flatness specitied or is ‘ough, the surface may be lightly machin- ‘ed. If the cylinder block is not within flatness specified, it may be machined pro- & a a A Fig, 54—Drawing showing cylinder head bolt tightening sequence for three cylinder engines. otete8| viding the distance between top of pistons at top dead center and top surface of cylinder block is not less than 0.002 inch (0.050 mm) after machining. ‘Also, install cylinder head to block without gasket, Install rocker arm supports, washers and all head bolts finger tight. Then using feeler gage, measure clearance between underside of bolt heads and cylinder head or rocker arm ‘supports. If clearance is 0.010 inch (0.254 mm) or more, cut threads of bolt hole ‘dooper in block with a Ya-inch, 13 UNC-2A ‘When reassembling, do not use gasket sealer or compound and be sure that ‘gasket is properly positioned on the two dowel pins. Using the sequence in Fig. 54, tighten cylinder head bolts in three steps as follows: First step 90 ft.tbs. (122.N-m) Second step. . 100 ft-lbs, (136 N-m) Final step . 110 ftelbs. (150. N-m) NOTE: Torque values given are for lubricated threads; tighten cylinder head bolts ONLY when engine Is COLD. Adjust valve gap is indicated in paragraph 64. Complete the reassembly of engine by reversing disassembly procedure. ‘Tighten intake manifold bolts to a torque of 28-28 ftbs. (31-38, Nem) and exhaust manifold bolts to a torque of 25:30 ftelbs, (34-41 Nem). With reassembly complete, bleed the diesel fuel system as outlined in paragraph 104, start engine and bring to normal operating temperature. Shut engine off and adjust valve gap to (0.014-0.016 inch (0.855-0.406 mm) on intake valves and 0.017-0.019 inch (0.481-0.482 mm) on exhaust valves. The cylinder head bolts should be retight- ended_and the valve gap readjusted after 50 hours of operation. VALVES, STEM SEALS AND SEATS All Models. 62, Exhaust valves are equipped with positive type rotators and an *O" ring {ype seal is used between valve stem and rotator body. Intake valve stems are fitted with umbrella type oll seals. Both the intake and exhaust valves seat on renewable type valve seat inserts that are a shrink fit in cylinder head. Inserts are availabe in oversizes of 0.010, 0.020 ‘and 0.080 inch (0.254, 0.508 and 0.762 mm) as well as standard size. Tntake and exhaust valve face angle Paragraphs 61-63 and valve seat angle are listed in CON- DENSED SERVICE DATA TABLE. Renew valve if margin is less than 1/32-inch (0.8 mm) after valve is refaced. Desired valve seat width is 0.082-0.102. inch (2,082-2.590 mm) for intake valves, and 0,084-0.106 inch (2.183-2.692 mm) for exhaust valves, Seats can be narrow: ed and centered by using 30 and 60 degree stones. Total seat runout should not exceed 0.0015 inch (0.038 mm). Desired stem-to-guide clearance is 0.001-0.0027 inch (0,025-0.069 mm) for intake valves and_0.002-0.0037 inch (0.051-0.094 mm) for exhaust valves. New (standard) stem diameter is 0,8711-0.3718 inch (9.426-9.444 mm) for intake valves and 0.3701-0.3708 inch (9.401-9.418 mm) for exhaust valves. Valves with 0.003, 0.015 and 0.080 inch (0.076, 0.881 and 0.762 mm) oversize stems are available. NOTE: Although valves for gasoline and diesel engines are dimensionally the ‘same, exhaust valve material's different. For this reason, gasoline and diesel ex: ‘haust valves are not interchangeable. Ex- haust valves for gasoline engines may be Identified by an 0.18 inch (4.572 mm) diameter depression in center of top face of valve head whereas exhaust valves for diesel engines have a flat top face on valve head. VALVE GUIDES AND SPRINGS All Models 63, Intake and exhaust valve guides are an integral part of the eylinder head and are nonrenewable. Standard valve guide diameter is 0.3728-0.3735 inch (9.469-9.487 mm). Valve guides may be reamed to 0.008, 0.015 or 0.030 inch (0,076, 0.381 or 0.762 mm) oversize and valves with oversize stems installed if stem to guide clearance is excessive. Desired stem-to-guide clearance is 0,001-0,0027 inch (0.025-0.069_mm) for intake valves and 0,002-0.0037 inch (0.051-0.094 mm) for exhaust valves. Intake and exhaust valve springs are Valve interchangeable. length should be Springs should exert a force of 61 to 69 pounds (271-807 N) when compressed to length of 1.74 inches (44.196 mm), and a foree of 125-189 pounds (676-618 N) when compressed to a length of 1.32 in ches (33.53 mm), Valve springs should also be checked for squareness by setting spring on flat surface and checking with a square; renew spring if clearance between top end of spring and square is, ‘more than 1/16-inch (1.59 mm) with bottom end of spring against square. Also, renew any spring showing signs of rust pring free 19Paragraphs 64-69 ADJUSTMENT All Mods 64. TAPPET GAP ADJUSTMENT. Recommended setting at operating temperature is 0.014-0.016 inch (0.355-0.406 mm) for intake valves and 0.017-0.019 inch (0.431-0.482 mm) for exhaust valves. Valves can be statically adjusted usi the two-position method and Figs and 56 a8 a guide; proceed as follows: ‘Turn crankshaft until “TDC” flywheel timing mark is aligned with timing pointer, then check the two front (No. 1 cylinder) rocker arms. If rocker arms are loose, No. 1 cylinder is on compres sion stroke; adjust the valves shown in Fig. 55. If front rocker arms are tight, No. 1 eylinder is on exhaust stroke; ad: just valves shown in Fig. 56, In either ‘event, complete the adjustment by turning the erankshaft one complete revoht- tion and using the appropriate alternate diagram. EXHAUST VALVE ROTATORS All Models 65. The positive type valve rotators require no maintenance, but each ex- hhaust valve should be observed while engine is running to be sure valve rotates slightly. Renew rotator on any exhaust valve that fails to turn VALVE TAPPETS. (CAM FOLLOWERS) . Valve tappets used in gasol engines are barrel type while semi mushroom type tappets are used in diesel engines. Tappets in gasoline ‘engines may be removed from above with a magnet or other device after removing eylinder head as outlined in Paragraph 61, To remove semi- ig. $5—With TOC timing mark aligned and No. 1 platon on compression stroke, adjust the four Indicated valves. Tur crankshatt one complete {um unt TDC timing mark agsin aligns and veer (Fig. 5. 20 Fig. §6~ With TOC timing mark aligned and No. 1 piston on exhaust stroke, the two Indicated ‘valves may be adjusted. Refer also to Fig. 58. mushroom tappets on diesel engines, first remove camshaft as outlined in paragraph 76. Desired. tappetto-bore clearance is 0,0006-0.0021 inch (0.015-0.053 mm) Tappet_bore diameter is 0.990-0.991 inch (25.146-25.171 mm). Gasoline engine push rod length is 10.675 inches (27.14 cm) while diesel engine push rod Tength is 12.17 inches (30.91 em). ROCKER ARMS All Models 67. To remove rocker arms, lift hood, swing battery tray out, remove rocker farm cover and unscrew, but donot remove, the four cylinder head bolts that retain rocker arm assembly to eylinder head. Lift out rocker arm assembly and head bolts as a unit. To disassemble, withdraw cylinder head bolts. Rocker arm to’ shaft clearance should be 0.002.0.004_ inch (0.05-0.10 mm), Shaft diameter is 1,000-1.001 inch (25.40-25.43 mm); rocker arm inside diameter is 1.003-1.004 inch (25.48-25.50_ mm). Renew rocker arm if clearance is excessive or if valve contact pad is worn more than 0.002 inch (0.050 mm). Tor- que required to turn vaive adjustment serew in rocker arm should be 926 ftelbs. (12:35 N-m); renew rocker arm and/or screw if torque required to turn serew is less than 9 ft-lbs. (12 b Fig. $7—Exploded view of rocker arm by. Cylinder head bolts 1) are Used to retain the rocker am 3 ar rtp & Saasingverees FORD When reassembling, be sure noteh (N-Fig. 57) in one end of rocker arm shaft is up and towards front end of engine; this will correctly position rocker arm oiling holes. Back each rocker arm adjusting serew out two turns, then tighten all retaining. bolts evenly until valve springs are compressed sind rocker arm supports are snug against cylinder head; then, tighten al bolts to a torque of 110 ft-lbs. (150 Nem) After engine is assembled, start engine and bring to normal operating temperature and adjust valve clearance as outlined in paragraph 64. Reinstall rocker arm cover with new gasket and tighten retaining bolts to a torque of 13 ft-lbs. (18 N-m), R&R TIMING GEAR COVER All Models 68. To remove timing gear cover, remove hood, drain cooling, system and disconnect radiator and front mounted air cleaner hose, On models with transmission oil cooler, remove grille and disconnect cooler tubes from radiator lower tank. Disconnect battery ground cable and headlight wires. Un- bolt radiator shell upper support bracket from shell. Support front end of tractor under front of transmission housing. Disconneet steering: linkage from dlearms and unbolt radius rods from axle. Support front ends of radius rods and drag links on power steering models. Drive wedges between front support and axle, then unbolt front support from engine and roll front assembly away from tractor. 69. With radiator and front support removed, proceed as follows: Remove gasoline ‘engine fuel pump, fuel pump push rod and on all models, remove fan belt and alternator front mounting bolt. Disconnect non-diesel governor linkage. Drain and remove engine cil Remove ap screw and-washers from front end of erankshaft. Using suitable pullers and shaft protector, remove crankshaft pulley. Then, unbolt and remove timing gear cover along with eeSHOP MANUAL nondiesel governor cover and lever assembly or diesel fuel injection pump drive gear cover. With timing gear cover removed, crankshaft front oil seal and dust seal can be renewed as outlined in paragraph 86. ‘To reinstall timing gear cover, reverse removal procedure. Tighten timing gear cover retaining eap serews to a torque of 18-18 ft-lbs. (1824 Nem). Tighten crankshaft pulley retaining eap serew to a torque of 150-180 ft-lbs. (204-244 N-m). Install oil pan as outlined in paragraph 90. 70. Reaitach front axle and radiator assembly to engine and tighten front support retaining bolts to 180-220, ft-lbs, (244-299 Nem), Tighten radius rod foot bolts to a torque of 130-160 ftclbs. (176-217 N-m) Fig. 58~ View of timing gear ‘cover and engine front plate Installation. On non-dlesel ‘engines, governor exsembly Is used Instoad of plate (7. Gn models without powor Stooring, plate (@) covers hole in engine ront pate (8. E Gana © Dovel pine 18: gay lg TIMING GEARS All Models. 71. Before removing any gears in tim ing gear train, first remove rocker arm assembly to avoid the possibility of damage to piston or valve train if either camshaft or erankshaft should be turned independently of the other. ‘The timing gear train consists of the crankshaft gear, camshaft gear, injec tion pump drive gear or distributor drive gear and a camshaft drive gear (idler ear) connecting the other three gears of the train, Refer to Fig. 61 ‘Timing gear backlash between crank shaft gear and camshaft drive gear, or between camshaft drive gear and camshaft gear should be 0.001-0.009 inch 2 be check ‘shown. Be Toalor gage a ‘ure to check backlash at Several points around the ‘gear. Paragraphs 70-74 (0.025-0.228 mm). Backlash between camshaft drive gear and fuel injection pump drive gear or distributor drive gear should be 0.001-0.012. inch (0.025-0.304 mm). If backlash is not within recommended limits, renew the camshaft drive gear, camshaft. drive gear shaft and/or any other gears con- cerned 2. CAMSHAFT DRIVE GEAR AND SHAFT. To remove, unscrew the self-locking eap serew and remove camshaft drive gear and shaft (adapter) from front face of cylinder block. Renew shaft andlor gear if bushing to shaft clearance is excessive, or if bearing surfaces are seored. Inspect gear teeth for ‘wear or score marks; small burrs ean be removed with fine carborundum stone. To reinstall camshaft drive gear, turn crankshaft so No. 1 piston is at top dead center on compression stroke and turn camshaft and fuel injection pump drive gear or distributor drive gear so timing marks point to the center of camshaft drive gear location, Place camshaft drive gear within the other three gears so all timing marks are aligned as shown in Fig. 61, then install adapter (shaft) and tighten self-locking eap screw to a torque of 100-106 ft-lbs, (136-143 N-m). 73. CAMSHAFT GEAR, To remove the camshaft gear, remove cap serew (1—Fig. 62), lockwasher (2) and washer (@) on diese! models oF fuel pump eccen- trie (BA) on gasoline models; then, pull gear from shaft. Gear should be a hand push fit on shaft. With gear removed, inspect drive key (10), thrust plate (6) and spacer (7) and renew if damaged in any way. To reinstall gear, first install spacer, thrust plate and drive key, then install ‘ear, washer or gasoline fuel pump ec contri, lockwasher and gear retaining cap screw. Tighten cap serew to a torque of 40-45 fi-tbs. (64-61 Nem), 74, CRANKSHAFT GEAR. If not removed with timing gear cover and seal assembly, slide spacer (5~Fig. 63) from Lis Fig, 60—Camshatt drive gear and adapter shatt ‘as removed from tront ond of cylinder Block. The bushing for gear (3) not avallable separately. 1 Rae ba 2 Adapter ba 2: Cama driego 2Paragraphs 75-76 crankshaft; then, using remover- replacer (Nuday tool SW 601) and insert (Nuday tool SW 501-1) or equivalent tool, pull gear from crankshaft. Inspect «gear and erankshaft pulley drive key (3) and renew if damaged in any way. ‘To reinstall gear, first drive key (3) in- to crankshaft keyway until fully seated, then install gear with timing mark out! ward using remover-replacer tools as used in removal procedure, or push gear onto shaft with bolt threaded into front end of crankshaft and using nut, large washer and a sleeve, 75. FUEL INJECTION PUMP OR DISTRIBUTOR DRIVE GEAR. For service on diesel models, refer to paragraph 116. On gasoline models, refer to paragraph 120 for information concerning distributor drive unit and governor, CAMSHAFT AND BEARINGS All Models 76, To remove camshaft, first remove engine as outlined in paragraph 59 and timing gear cover as outlined in paragraph 69. On gasoline engines, remove cylinder head as in paragraph 61, then lift tappets (cam followers) im. openings in top of eylinder block with a magnet. On diesel engines, remove rocker arm assembly and push rods, then invert engine assembly to allow cam followers to fall away from camshaft. Remove elutch, flywheel and engine rear plate. Remove hydraulic pump drive gear cover from rear end of cylinder block (models not equipped with piston type pump) and push camshaft rear cover plate from cylinder block with a punch (Fig. 66). Remove oil filter and oil pump drive gear (Fig. 76); on diesel 22 Fig. 61— View showing tim- Ing. marks on crankshart gen, ‘camshatt gear, “ongines, Refer to Fig 102 for Views of timing marks on In- Jeetion pump drive gear. engine, oil pump drive shaft should be removed with gear on engine inverted in stand. Using a feeler gage or dial indicator, measure camshaft end play. Desired end play is 0.001-0.007 inch (0.025-0.178 mm). If end play is excessive, renew thrust plate during reassembly. Remove ap screw (1—Fig. 65), lockwasher (2) and flat washer (8) (diesel models) or and ideon specer(3. Ofna” 1 Grane Fig. 64—Using (SP) are. removed, threaded shafts screwed in to.nd of erankshart and nut (W)'ts wined to push gear ‘onto shaft REMOVER REPLACER Fig. 62—Drawing showing assembly of cam. ‘shatt gear fo camshaft. Flat washer (= used (on diesel engines; fuel pump eccentric (2A) is Used on gasoline engines 5 Caper 6 Cap ares) A. Kecentre shaft 9, Camahatt fuel pump eccentric (8A) (gasoline models) and pull camshaft gear from shaft. Remove the Woodruff key (10), thrust plate (6) and spacer (7). Withdraw camshaft and hydraulic pump drive gear from rear of eylinder block, then remove pump drive gear if necessary. ‘The camshaft is supported in four bushing type bearings. Check camshaft and bearings against’ values in CON- DENSED SERVICE DATA. If excessive bearing wear is indicated, bearings can be removed and new bear inser ‘swSHOP MANUAL ings installed with bearing driver (Nu: day tool SW 506) and handle (Nuday tool N6261-A) or equivalent tools. NOTE: It will be necessary to invert ‘engine and remove oi pan to remove and. install bearings. Pay particular attention that bearing oll holes are aligned with oi! assages in cylinder block. New bearings are presized and should not require ream: ing It carefully installed. Reinstall camshaft. by reversing removal procedure. Tighten hydraulic pump drive gear retaining cap screw to fa torque of 40-45 ft-lbs. (54-61 N-m), tighten thrust plate cap screws to a torque of 12-15 ft-lbs, (16-20 N-m) and tighten camshaft gear retaining cap screw to a torque of 40-45 ft-lbs. (64-61 Nem). 19, Woot hep ive parce NOTE: Be sure that camshaft gear is timed as shown in Fig. 61. CONNECTING ROD AND PISTON UNITS All Models ‘77. Connecting rod and piston units are removed from above after removing cylinder head and oil pan. Re sure to remove top ridge from cylinder bores before attempting to withdraw the assemblies. Connecting rod and bearing cap are numbered to correspond to their respec tive eylinder bores. When renewing conneeting rod, be sure to stamp cylinder number on hew rod and eap. When reassembling, it is important that identification number or notch in ‘with e punch after removing Hywheat, rear engine plate ‘and hydralle pump. Paragraphs 77-78 resuey me pom Naat MANDLE ol HOLES Fig. 67— View showing special tool for removing ‘and installing camshaft boarings. Be sure that ‘earings are insalieg with ol holes aligned with ol holes in cylinder block top face of piston is towards front end of engine. Connecting rod is symmetrical and can be installed with numbers in either direction (away from or towards camshaft) without affecting perform. ance or durability of engine. ‘When installing connecting rod cap, be sure that bearing liner tangs, and cylinder identification number, of rod and cap are towards same ‘side of engine. Tighten the connecting rod nuts to a torque of 60-65 ft-Ihs, (82-88 N-m). PISTON RINGS Non-Diesel Engines 78. Each eam ground piston is fitted sone Fp. 68~ View showing recommended assembly ‘of plston to connecting rod: however, connect ing rod can be Installed on crankshaft with numbers facing either way. Piston must be In Stalled with notch or number to the Tront of ‘engine 23Paragraphs 79-81 with two compression rings and one oil control ring. Top compression ring and oil control ring are chrome plated. Top compression ring is barrel faee type and must be installed with identification ‘mark up. Second compression ring has straight face with inner bevel and must be installed with groove on inside diameter up. The oil control ring and cil ring expander may be installed either side up. Piston ring sets are available in oversizes of 0.020, 0.080 and 0,040 inch (0.508, 0.762 and 1.016 mm) as well as standard size. The standard size rings are to be used with both grades of standard size pistons and with 0.004 inch (0.102 mm) oversize pistons. Refer to the following specifications for checking, piston ring fit: Ring End Gay Top compression ring. .0.015-0,080 in (0:38-0.78 mm) Second compression ring. soso 0.018-40,028 in (038.071 mm) Oileontrol ring + 0.015-0.038 in (038-0.97 mm) Ring Side Clearance in Groove: ‘Top compression ring .0,0029-0.0046in, (0.074-0.117 mm) Second compression -00.0025-0.0045 in ring. (0.064-0.114 mm) Oileontrol ring... 0.0014-0,0031 in, (0.036-0,079 mm) Diesel Engine: 79. Standard pistons are fitted with three compression rings and one oil control ring. The two top compression rings and oil control ring are chrome plated. Top compression ring has a beveled edge on the inside diameter that must face upward on assembly. NOTE: If top compression ring is not equipped with a beveled edge, ring may be Installed with either side up. Second compression ring has a step on the inside diameter that must face up ward on assembly. Third compression ring has either a step o beveled edge on the inside diameter that must face upward on assembly. NOTE: Inspect surtace of second and third compression rings for a punched dot or the word “TOP"; marking must face upward on assembly. ‘The cil control ring and expander may be installed with either side up. Headland pistons are fitted on Models 1610 and 4610SU. Early type headland pistons were designed with a compres 24 sion ratio of 16. to 1 and identified as part number E2NN-6108-AA. Late type headland pistons are designed with a compression ratio of 16.3 to 1 and identified as part number E4NN-6108-AA. Note that a late type headland piston cannot be interchanged with an early type headland piston without renewing. all three headland pistons. Headland pistons are equipped with two compression rings and one oil control ring. All rings are chrome plated. ‘Top compression ring is L-shaped and is, installed with vertical face extending upward. Second compression ring must be installed with inside diameter beveled edge facing downward. Install oil control ring and expander with either side up. Piston ring sets on standard type pistons are available in oversizes of 0.020, 0.080 and 0.040 inch (0.51, 0.76 and 1.02 mm) as well as standard size, ‘The standard size rings are to be used with both grades of standard size pistons and also with 0,004 inch (0.10 mm) oversize pistons. Piston ring sets on headland type pistons are available in standard size and 0.020 inch (0.51 mm) oversize. Refer to the following specifications for checking piston ring, STANDARD TYPE PISTONS Ring End Gap: ‘Top compression ring... .0.015-0.030 in, (0.38-0.76 mm) Second & third compression rings . .. .0.013-0,028 in (0.33-0.71 mm) Oil eontrol ring. 0.015-0.088 in. (0.38-0.97 mm) Ring Side Clearance in Groove: ‘Top compression ring. .0.0044-0.0061 in. (0.112-0.155 mm) Second & third ‘compression rings . .0.0039-0.0056 in (0.099-0.142 mm) 0.0024-0.0041 in, (0.061-0.104 mm) il eontrol ring. . HEADLAND TYPE PISTONS Ring End Gap: ‘Top compression ring... .0.017.0.027 in. (0.43.0.68mm) TOP COMPRE: GASOLINE Dil FORD ‘Second compression ring. 0.045-0.055 i (1.14-1.40mm) 0.013-0,088 ir (0.38-0.58mm) Ring Side Clearance in Groove: Oil control ring ‘Top compression ring ...Not Applicable Second ‘compression ring. .0.0025-0.0045 in. (0.068-0.114 mm) Oil control ring: 0.0025.0,004 (0.068-0.114 mm) PISTONS AND CYLINDERS All Models 80. Non-diesel engines have cam ground aluminum alloy pistons with a cast-iron insert containing the top ring seroove. Diesel engines on all models except, Models 4610 and 4610SU have trunk type aluminum alloy pistons with continuous skirt and a Ni-Rest insert containing the top ring groove. On Models 4610 and 4610SU, an all aluminum headland type piston is used with a chemically bonded nickel iron alloy insert. Standard type pistons are available in standard size and 0.004 inch (0.10 mm) oversize for use in standard bores, and oversizes of 0.020, 0.030 and 0.040 inch 051, 0.76 and 1.02 mm) for use in rebored blocks. Headland type pistons are available in standard size and 0.020 inch (0.51 mm) oversize. Produetion engines are normally unsleeved, however, some engines with 44 inch (111.8 mm) bore were sleeved during production to provide a 4.2 inch (106.7 mm) bore. Sleeves are available where reboring’ will exceed largest available oversize piston. Refer to following section for sleeve instalation. 81, INSTALLING SLEEVES. stall sleeves in unsleeved 4 mm) bore engines, fii an inside diameter of 4.358 inch (110.69 mm). Selectively fit sleeves to provide, as nearly as possible, the optimum 0.004 inch (0.102 mm) interference fit for all sleeves. ‘Thoroughly clean and dry the sleeve and bore and carefully apply a 3 inch To in- SSION RING TOP IDENTIFICATION MARK oo On contro. RING. rr HUMP-TYPE EXPANDER om INTERMEDIATE COMPRESSION RING.SHOP MANUAL (7.62 em) band of “Loctite” Sleeve Re tainer to top of bore. Install sleeve, out side chamfered edge down and press in- to position until top of sleeve is flush to 0,001 inch (0.025 mm) above block surface. Allow block to cure overnight. before completing assembly. Re- examine the installation and mill the block if necessary, to provide correct sleeve height. NOTE: DO NOT remove more than 0.005 Inch (0.127 mm) from top surtace. Finish bore and hone sleeve after milling, to 4.200-4.2024 inches (108,68-106.74 mm) for sndard piston or to the appropriate oversize If oversize piston is installed. Retor also to paragraph 82 for additional data fon piston and ring installation. ‘The flanged, thin-wall cast sleeves used in 44 inch (111.8 mm) diameter bore engines can be used only with standard size or 0,004 inch (0.102 mm) oversize pistons, and cannot be rebored. Thin wall sleeves are a light press fit in ‘engine block and should be installed as follows Refer to Fig. 70 and machine cylinder block to following dimensions: (A) (0.096-0.099 inch (2.413-2.515 mm); (B) 4.746-4.758 inch (120.548-120.726 mm), (©) Cylinder bore “0.000-0.002 inch (0.000-0.050 mm) less than average outer diameter of sleeve; (D) 45° chamfer with 0.020-0.080. inch (0.508-0.762 mm) width; (B) 0.016 inch (0'381 mm) maximum radius. ‘When. installing sleeve, first’ make sure sleeve and block bore are clean and dry. Chill sleeves for 15 minutes in dry ice and push sleeve as far as possible in- to block bore. Seat sleeve, if necessary, using a puller and suitable installing plate. Machine top of sleeve, if necessary, so sleeve is flush with cylinder block deck. e= be Fig. 70—Refer to abore diagram and following ‘dimensions when installing cylinder sleeve. © ae 0 me ha 1 BABE a in. mm wh" hater 82, FITTING PISTONS. Recom- mended method for fitting pistons is as follows: Before checking piston. fit, deglaze cylinder wall using a hone or de~ glazing tool. Using a micrometer, measure piston diameter at centerline of and at right angle to piston pin bore. ‘Then, using an inside micrometer, measure eylinder bore diameter at a distance of 2% inches (69.85 mm) from top of cylinder block crosswise with block. Subtract piston diameter from cylinder bore diameter to obtain piston to cylinder bore clearance. Clearance should be 0.0027-0.0037 inch (0.069-0.094 mm) on gasoline engines, 0,0075-0.0085 inch (0.191-0,216 mm) on diesel engines with 4.2 ineh (106.7 mm) bore or 0.0080-0,0090 inch (0.208-0.229 mm) on diesel engines with 4.4 inch (111.8 mm) bore, ‘Two grades of standard pistons are available. Grade “D’ standard size pistons (color coded blue) are larger in diameter than grade “B” standard size piston (color eoded red). If grade “D" piston fits too loosely in standard cylinder bore, try a 0.004 inch (0.102 mm) oversize piston. Ifnot possible to fit (0.004 ineh (0.102 mm) oversize piston by honing, rebore cylinder to 0.020 inch (0.508 mm) oversize. NOTE: After honing or deglazing cylinder bore, wash bore thoroughly with hot water and detergent until a white cloth ‘ean be rubbed against cylinder wall without smudging, then rinse with cold water, dry thoroughly and oll to prevent rusting. PISTON PINS All Model 88. The 1.4997-1.5000 inch (88.092-38.100 mm) diameter floating type piston pins are retained in piston pin, osses (by snap ings, and, are available in standard size only. Piston pin should have a clearance of £0,0006-0.0007 inch (0.0152-0.0178 mm) in connecting rod bushing and a Paragraphs 82-84 clearance of 0.0003-0.0005 inch (0.0076-0.0127 mm) in piston bosses. After installing new piston pin bushings in connecting rods, oil hole in bushing. must be drilled as shown in Fig. 71 and ‘bushings final sized with a spiral expan- sion reamer to obtain specified pin to bushing clearance. Bushing inside diameter should then be 1.5003-1.5006 inches (38.107-38.115. mm). When assembling, identification notch or number in top face of piston must be to front, end of engine and identification number on rod and cap towards right side of engine (away from camshaft); however, rod is symmetrical and can be installed either way without affecting ‘engine performance or durability. CONNECTING RODS AND BEARINGS All Models 84. Connecting rod bearings are precision type, renewable from below after removing oil pan and conneeting rod bearing caps. When removing bearing caps, note which way cylinder identification numbers are placed on each rod assembly. It is standard practice that the numbers face away from the camshaft side of engine; however, the connecting rods are symmetrical and may be placed with identification numbers to either side of engine. It is very important that pistons be installed in cylinder bore with identification number or notch in top face of piston towards front end of engine; therefore, do not at ‘tempt to realign rod identifieation numbers if they are to camshaft side of ‘engine NOTE: During production crankshaft ‘may have boon ground undersize. Under: size crankshatts prior to May 18, 1978, are Identified by white paint on No. 1 cylinder ‘counterweight. Undersize crankshatts after May 17, 1978, are identified by “Mi” (mains) or “P* (crankpins) stamped above fengine serlal number or *MUS" (mains) ‘andlor “PUS” (crankpins) stamped on one of crankshaft counterbalance weights. CONNECTING ROD BUSHINGParagraph 85 Crankpin bearing liners may be of two different materials, copper-lead or aluminum-tin alloy. ‘The bearings will have an identifiation marking as Copper-lead... s+:PVorG Aluminum-tin ceees-Gand AL Standard size bearing liners of each material are available in two different thicknesses and are color coded to indicate as follows: Copper-Lead Bearing Thicknes Red cer 1-1 0.0948-0.0948 in, (2.39522.4079 mm) Blue - -0.0947-0.0952 in. (2.4054-2.4181 mm) Red. -0.0941-0,0946 in, (2.390-2.408 mm) Blue ........++..++-0,0945-0,0950 in, (2.400-2.413 mm) In production, connecting rods and crankshaft crankpin journals are color coded to indicate bore and journal diameters as follows: Connecting Rod Bore Diam: Red. = -2,9412-2.9416 in, (74,707-74.717 mm) Blue 2.9416-2,9420 in, (7A.017-74.727 mm) Crankpin Journal Diameter: -2.7500-2.7504 in, (69.85-69.86 mm) Blue . 2.7496-2.7500 in, (69.84-69,85 mm) \ r t ' ' ' I ' ' L. When installing a new crankshaft and color code marks are visible on conneeting rods, erankpin bearing lines may be fit as follows: If eolor code markings on both rod and erankshaft erankpin journal are red, install two red bearing liners; if both color code markings are blue, ‘install two blue coded bearing liners. If eolor code marks on rod and crankpin do not match (one is red and the other is blue) install one red and one blue bearing liner. NOTE: Be sure that both bearing liners: ‘are of the same material; that is, either both are lead or both ‘aluminumtin alloy. If color code mark is not visible on connecting rod or crankshaft, bearing fit should be checked with Plastigage for proper clearance according to bearing material as follows: Crankpin Journal To Bearing Liner Copper-lead bearings ..........0,0017-0,0088 i (0-0482-0,0965 mm) ‘Aluminum-tin bearings «+... .+0.0021-0.0042 in (0.058-0.107 mm) ‘As well as being available in either red-coded or blue-coded standard size, bearing liners are also available in tundersizes of 0.002, 0.010, 0.020, 0.080 and 0.040 inch (0.050, 0.254, 0.508, 0.762 and 1.016 mm). When installing undersize erankpin bearing liners, crankpin must be reground to one of the following exact undersizes: FORD Bearing Crankpin Undersize Journal Diameter 0.002in. . .. . 2.7476-2.7480 in, (0.050 mm) (69.789-69.799 mm) 0.010in. ...... £7400-2.7404 in, (0.254 mm) (69.590-69.606 mm) 0.020in. ........... .2,7800-2.7304 in, (0.508 mm) (69.342-69,352 mm) 0.030 in. .. ++. -2.7200-2.7204 in, (0.762 mm) (69.088-69.098 mm) 0.040 2.7100-2,7104 in, (1.016 mm)” (68.834-68.844 mm) NOTE: When regrinding crankpin jour- ‘als, maintain a 0.12.0.14 inch (3.06-2.66 mm) fillet radius and chamfer oil hole after journal is ground to size. ‘When assembling, tighten connecting rod nuts to a torque of 60-65 ft-lbs. (82-88 Nem). CRANKSHAFT AND MAIN BEARINGS All Models: 85. Crankshaft is supported in four main cae mete end thrust is controlled by the flanged main bearing liner whieh is used on the second main journal from front. Before removing ‘main bearing eaps, check to see that they have an identification number so they can be installed in same position ‘from which they are removed. NOTE: During production crankshatt may have been ground undersize. Under- ‘ize crankshafts prior to May 18, 1978, are Identified by white paint on No. 1 cylinder counterweight. Undersize crankshafts after May 17, 1978, are Identified by “M" (mains) or “P* (crankpins) stamped above ‘engine serial number, or "MUS" (mains) ‘andlor “PUS" (erankpins) stamped on one of erankshatt counterbalance weights. Main bearing liners may be of two different materials, copper-lead or aluminum-tin alloy. The bearings will have an identification marking to indicate bearing material as follows: PVorG -Gand AL, Copper-lead . Aluminum: alloy Standard size bearing liners are available in two different thicknesses and are color-coded to indicate thickness as follows: Red 01245-01250 in, (6.162-3.1750 mm) Blue +. 01249-0,1254 in, (8.1724-3.1861 mm)SHOP MANUAL In produetion, main bearing bores in block and main bearing journals on crankshaft are color-coded to indicate ore and journal diameter as follows: Main bearing bore diameter: Red. .ecceseese++1.8:6242-8,6246 in. (82.054-92.064 mm) ..8.6246-8,6250 in. (92.064-92.075 mm) Main journal diameter: Red.....+ +. .3.3718-8,3723 in. (85.643-85.656 mm) Blue .... --.8.3713-8.8718 in (85.631-85.643 mm) When installing: a new crankshaft and color code marks are visible in erankease at main bearing bores, new main bearing liners may be fit as follows: If color code marks on bore and journal are both red, install two red-coded bearing liners, if both marks are blue, install two blue- ‘coded bearing liners. If eolor code mark on bore is not the same as color code on {Journal (one is blue and the other is red), install one red-coded bearing liner and one blue-eoded bearing liner. NOTE: Be sure both liners used at one journal are of the same material however, ‘copper-lead bearing liners may be used on fone or more journals with aluminum-tin Alloy liners on the remaining journals. If color code marks are not visible at ‘main bearing bores in block, check bear ing fit with Piastirage and install red or blue, or one red and one blue iner to ob tain a bearing journal to liner clearance ‘of 0,0022-0.0045 inch (0.056-0.114 mm), NOTE: Recommonded clearance is for either copper-lead or aluminum-tin alloy bearing mater As well as being available in either red-coded or blue-coded standard size, new main bearing liners are also available in undersizes of 0.002-0.010, iver ENGINE FRONT cover Fig, 73 Instaling the cranksholt front oll seal In engine timing gear cover. (0.020, 0.080 and 0.40 inch (0.050, 0.254, 0.508, 0.762 and 1.016 mm).’ When installing undersize main bearing liners, crankshaft journals must be reground to ‘one of the following exact undersizes: Bearing Main Journal Undersize Diameter 0.002in. ..- . .8,9698-3.3698 in. (0.050 mm) (85.581-85.592 mm) 0.010in. .... 3,3618-8.3623 in. (0.254 mm) 0.020in. .... (0.508 mm) (85.136-85.148 mm) 0.080in. .... 3.3418-3,3423 in, (0.762 mm) (84.822-84.894 mm) 0.040 in, 3.3318-3,9323 in (1.016 mm) (84.628-84.640 mm) NOTE: When regrinding crankshaft main bearing journals, maintain a fillet radius of 0.12-0.14 inch (3.05-3.56 mm) and chamfer oil holes after journal is ground tos When reinstalling main bearing: caps, proceed as follows: Be sure bearing bores and rear main bearing ol seal area are thoroughly clean before installing bearing liners. Be sure tangs on bearing inserts are in slots provided in cylinder block and bearing caps. Refer to paragraph 88 for rear cap side seals. ‘Tighten bearing cap bolts to a torque of 116-125 ftelbs. (156-170 N-m). CRANKSHAFT OIL SEALS All Models 86. FRONT OIL SEAL. Crankshaft front oil seal is mounted in timing gear cover and cover must be removed to renew seal. Timing gear cover removal w7. Fig. 74—Instaling rear ot seal using'specil Installe- tion took. Paragraphs 86-88 Fede is outlined in paragraph, 8 ‘0 renew seal, drive dust seal and oil seal out towards inside of timing gear cover. Install new dust seal in timing. sear cover first, then using a seal driver (OTC 630-16 step plate or equivalent), install new oil seal in eover with spring loaded lip towards inside of cover. Refer to Fig. 73 87. REAR OIL SEAL, Crankshaft rear oil seal ean be renewed after removing clutch assembly, flywheel and engine rear plate. Pry old seal from bore in cylinder block and rear main bearing eap and thoroughly clean crankshaft: seal journal. Apply a light coat of high temperature grease to seal bore, crankshaft seal journal, lip of seal and ‘outside diameter of seal. Install new seal with a 4-7/8 inch (12.4 em) ID sleeve 80 rear face of seal is 0.060 inch (1.52 mm) below flush with rear face of block. Us ing a dial indicator, check runout of rear face of seal; runout should not exceed 0.015 inch (0.381 mm). A special seal in stallation tool (Nuday tool SW 520) is available; using three flywheel bolts, ppress seal in with tool until flange on tool bottoms and tighten bolts to 25 ft-lbs. (84 Nem). Remove bolts and seal installation tool. 88. To install new rear main bearing cap side seals, remove cap and proceed as follows: Place side seals (SS~ Fig. 75) in grooves of cap (C) so they extend slightly above oil pan surface of eap (see Fig. 75), Apply sealing compound to mating faces of eap (C) and blocks (B). Insert and lubricate bearing liner, then install eap and tighten retaining bolts to a torque of 115-125 ftelbs. (156-170 Nem). Cut off side seals so they extend wopar 200L 2Paragraphs 89-91 Fig. 75~Installing rear main bearing cap and ‘side seals. 0.016 inch (0.406 mm) from block and eap. With rear cap and side seals installed, soak side seals with penetrating So—i T 16 14 Fg. 76 Exploded view of oll pump, Hosting shaft and drive gear assembly used on all ‘models. Floating shaft (13)may be removed ram sither below or above. 5 Pg ie Stak gap 1 Rake eae eine 17 Pe ‘Speetications. Refer als Fig. 78 oil and install rear oil seal as in paragraph 87. FLYWHEEL All Models 89. The flywheel can be removed after splitting tractor between engine and transmission and removing clutch assembly. Flywheel can be installed in one position only. Flywheel retaining cap screws also retain clutch shaft pilot bearing retainer. When reinstalling flywheel, tighten retaining cap serews to @ torque of 100-110 ft-lbs. (136-150 Nem) on Models 2600, 3600, 4100, 4600 and 4600SU and 160 ft-bs. (218'N-m) ‘on all other models. Starter ring gear is installed from front face of flywheel; therefore, flywheel must be removed to renew ring gear. Heat gear to be removed with a torch from front side of gear and knock ‘gear off of flywheel. Heat new gear evenly until gear expands enough to slip onto flywheel. Tap gear all the way around to be sure it is properly seated and allow it to cool NOTE: Be sure to heat gear evenly; It ‘any portion of gear is heated to temperature higher than 500°F (260°C) rapid wear will result. Ring gears for diesel engines have 128 teeth; those for ‘gasoline engines have 162 teeth. OIL PAN All Models 90. To remove oil pan, drain oil and remove dipstick. On all models except 4600 and 4610, oil pan may now be un- bolted and removed. On Models. 4600 and 4610 support front transmission, remove hood and detach radiator shell support. Loosen front support to engine bolts and move tractor front end for ‘ward until front oil pan bolts are accessi ble. Unbolt and remove oil pan Reverse removal procedure to install oil pan. Starting from middle of pan, tighten oil pan bolts to 20-24 ft-lbs. (27-32 N-m). Tighten front support bolts, ‘on Models 4600 and 4610 to 250-810 ftclbs, (840-421 Nem). FORD OIL PUMP AND RELIEF VALVE All Models 91. To remove oil pump, first remove oil pan as outlined in parageaph 90, then remove the two retaining cap screws and remove pump from eylinder block. Refer to Fig. 76 for exploded view of oil pump and cil pump drive gear assembly. ‘The floating drive shaft (18) will usually be removed from the pump. To disassemble pump, remove clip (1) and oil screen (2), then remove screws retaining sereen cover (3) and pump cover (4) to pump body (11). Remove covers and pump rotor set (6), noting which direction outer rotor was placed in pump body. Remove retainer screw and if necessary, thread a self-tapping serew into plug (6) and pull plug from pump body. Remove spring (7) and oil pressure relief valve (8) Check pump for wear as shown in Figs. 77 and 78. Pump cover-to-rotor clearance (rotor end play) should. be 0.001-0.0085 inch (0.025-0.089 mm); pump body-to-rotor clearance should be 0.006-0.011 inch (0.152-0.278 mm) and rotor clearance should be 0.001-0.006 inch (0,025-0.152 mm) when measured as shown in Fig. 78. Renew rotor set and/or pump body if clearances are excessive. Renew pump cover plate if ex S Ly re 0,001~0, 006 0,001-0,006 Fig. 78—Checking pump rotor to rotor ‘loarance; ronew rotor sat clearance exceeds ‘0.006 inch (0.152 mm}. Refer also to Fig. 77.SHOP MANUAL Paragraph 92 cessively worn or scored. Relief valve spring should exert a force of 10.7 to 11.9 pounds (48-53 N) when compressed to a length of 1.07 inches (25.57 mm). Engine oil pressure should be 60-70 psi (414-483 kPa) at 1000 engine rpm. ‘Assemble oil pump and reinstall by reversing removal and disassembly procedure. Tighten oil pump retaining cap ‘serews to a torque of 33-38 ft-lbs, (45-52 Nem), NOTE: Prime oll pump by immersing in clean oll and turing rotor shaft prior to installing pump in engine. GASOLINE FUEL SYSTEM FILTERS AND SCREENS All Models Fig. 78—Drawing showing types! gasoline fuel systom. Refar to Fig. 80 for exploded view of fue! ‘ ‘pumpnd a Fig 81 for exploded view of carburetor assembly. Note iter (@)which le accessible only 12. ‘The gasoline fuel system incor ‘by removing Yue! supply vale (ap) 8) porates four separate fuel screens and Fe oi 1H Gat gue filters. A filter sereen (4~Fig. 79) in fuel fer es on) & Mia ip 18 He-Riarss* tank is accessible by disconnecting fuel —— ae Facto 16 Ra comp supply line (18) and unscrewing fuel sup- 5 ery ie Pe dee 4 Stan ply valve (5) from tank. A second sereen (3-Fig. 80) is located in fuel pump Fig. 81— Exploded view of Note Miter ‘reen In inet Mng (33). | S Sa i = ‘engine camshaft via push rod.Paragraphs 93-99 assembly and is accessible after removing cover (1). A dise type filter element (11-Fig. 79);s located in sediment bow; when reinstalling element, tighten finger tight only. A sereen’ is incor- porated in carburetor inlet fitting (83-Fig. 81), An accessory kit is also available for installing an additional renewable clement type filter in line (18—Fig. 79) between fuel tank and fuel pump. FUEL PUMP All Models 98, Refer to Fig. 80 for exploded view of the diaphragm type fuel pump used ‘on all models. Fuel pump assembly may be removed after disconnecting” lines ‘and unbolting lower body from engine timing gear cover. Fuel pump push rod can be withdrawn from timing gear cover after removing fuel pump. Valves are serviced by renewing upper body assembly (4); all other parts are serviced separately, CARBURETOR All Models 94, Holley carburetors are used on all gasoline engines. Refer to Fig. 81 for ex ploded view of earburetor. Note installa tion of float lift spring (18) in Fig. 82 Fuel inlet valve seat is an integral part. of carburetor body. As body is not ser viced separately, a new carburetor must be installed if seat or body is damaged oF worn beyond use. Fig. 82—View showing correct installation of ‘oat spring (1B) Nat lover Is (19). 30 Fig. 63~Measuring to setting on Holley carburetor bend oat tang if necessary to correc float level. HINGE PIN Measure float level as shown in Fig. 83. Float level should be 63/84 to 1-1/64 inch (25.003 to 25.796 mm), DIESEL FUEL SYSTEM The diesel fuel system consists of three ‘basic components: The fuel filters, injec tion pump and injection nozzles. When ‘servicing any unit associated with the fuel system, the maintenance of absolute cleanliness is of utmost importance. Of equal importance is the avoidance of nicks or burrs on any of the working parts, Probably the most important precau: tion that service personnel can impart to ‘owners of diesel powered tractors is to ‘urge them to use an approved fuel that is absolutely clean and free from forelgn ‘material. Extra precaution should be taken to make cortain that no water enters fuel storage tanks. TROUBLESHOOTING All Diesel Models 95. Ifthe engine will not start, or does Fig. 84-Ntis vory Important that alt horn plug (13) 1s propery Installed to prevent dust enty in to engine air intake. not run properly after starting, refer to the following paragraphs for’ possible causes of trouble 96. FUEL NOT REACHING INJEC- TION PUMP. If no fuel will run from line when disconnected from pump, cheek the following: Be sure fuel supply valve is open. Check the filters for being clogged (including filter sereen in fuel supply valve). Bleed the fuel filters. Cheek lines and connectors for damage. 97, FUEL REACHING NOZZLES BUT ENGINE WILL NOT START. If, when lines are disconnected at fuel nozzles and engine is cranked, fuel will flow from connections, but engine will not start, check the following: Cheek éranking speed. Check throttle control rod adjustment. ‘Check pump timing. Check fuel lines and connections for pressure leakage. Check engine compression 98, ENGINE HARD TO START. If the engine is hard to start, cheek the following: Check cranking speed. Bleed the fuel filters. Check for clogged fuel fiters. Check for water in fuel or improper fuel Check for air leaks on suction side of transfer pump. Cheek engine compression 99. ENGINE STARTS, THEN STOPS. If the engine will start, but then stops, check the followin Cheek for clogged or res lines or fuel filters. Cheek for water in fuel. Check for restrictions in air intake. Check engine for overheating, Check for air leaks in lines on suetion side of transfer pump. jeted fuelSHOP MANUAL 100, ENGINE SURGES, MISFIRES OR POOR GOVERNOR REGULA- TION. Make the following checks: Bleed the fuel system, Check for clogged filters or lines or restricted fuel lines. ‘Check for water in fuel. ‘Cheek pump timing. Cheek injector lines and connections for leakage, Cheek for faulty or sticking. injector nozales Cheek for faulty or sticking engine valves. 101. LOSS OF POWER. If engine does not develop full power or speed, check the following: Cheek throttle control rod adjust- ‘ment. Cheek’ maximum noload speed adjustment. Cheek for clogged or restricted fuel lines or clogged fuel filters. Cheek for air leaks in suction line of transfer pump. Cheek pump timing. Check engine compression, Check for improper engine valve gap ‘adjustment or faulty valves. 102. EXCESSIVE BLACK SMOKE AT EXHAUST. If the engine emits ex: cessive black smoke from exhaust, cheek the following: Cheek for restricted air intake such as clogged air cleaner. ‘Check pump timing. ‘Check for faulty injectors. Cheek engine compression. FILTERS AND BLEEDING 103, MAINTENANCE. Water drain plug (cap) should be removed after every 50 hours of operation and any water in Fig. 85~ Bleed screws (B) are located as shown ‘on filter head used with C.A.¥. tual Injection ‘pump: reer to Fig. 88 for Blood screw location on ‘the CAL. pump assembly. sediment bow! drained; drain more often if excessive condensation is noted. Alter every 1200 hours (dual element), cor 600 hours (single element) of opera tion, fuel filter elements should be renewed, Unscrew cap serew at top side of filter head and remove filter element, and sediment how. Clean sediment bow! and reinstall with new element: and rub- ber sealing rings. Bleed diesel fuel system as outlined in paragraph 104 104, BLEEDING. Turn on fuel supply valve’ at fuel tank and open. bleed screw(s) (Fig. 85) on fuel filter head; when fuel is flowing freely with no bub: bles, close bleed screws) on filter head and open bleed serew (Fig. 86) on fuel injection pump. Crank engine until fuel flows from injection pump bleed serew and is free of bubbles, then close bleed serew. Loosen fuel injection line connec tions at fuel injectors and erank engine until fuel flows at all three connections. ‘Tighten fuel line connections and start engine FUEL INJECTORS CAUTION: Fuel loaves injector nozzle with sufficient force to penetrate skin. When testing, stay clear of nozzle spray. All Diesel Models 105. Diesel engines are fitted with A.V. fuel injector assemblies. The in Jector nozzles have four spray holes spaced apart in a pattern of 110, 90, 70 and 90 degrees around nozzle tip, 106, TESTING AND LOCATING A FAULTY INJECTOR. If engine does not run properly and a faulty injector is indicated, locate faulty. injector as follows: With engine running, loosen high pressure line fitting: on each inje- tor in turn, thereby allowing fuel to escape at union rather than enter injec a 7 Fig. 88~View showing location of bleed ‘crew(s} on C.A.V. 100 injection pump assembly. Paragraphs 100-108 ‘check is ustrated; refer fo paragraph 110 tor. As in checking for malfunctioning spark plugs in a spark ignition engine, faulty injector is the one which, when its Jine is loosened, least affeets the running. of the engine. 107, INJECTOR TESTER. A con plete job of testing and adjusting fuel injector requires use of a special tester such as shown in Fig. 87. The injector should be tested for opening, pressure, spray pattern, seat leakage and leak back. Operate tester until oil flows, then connect injector to tester. Close tester valve to shut off passage to tester gage and operate tester lever to be sure noz~ zle is in operating condition and not plugged. If oil does not spray from all four spray holes in nozzles, if tester lever is hard to operate or other obvious defects are noted, remove injector f tester and service as outlined in paragragh 113, If injector operates ‘without undue pressure on tester lever and fuel is sprayed from all four spray holes, proceed with following tests: 108. OPENING PRESSURE. While slowly operating tester lever with valve to tester gage open, note rage pressure Seaew inuector Fig. 88~Adjusting nozzle opening pressure; ‘lor to paragraph 108 for specifications and procedure. 34Paragraphs 109-113 at which nozzle spray occurs. This gage pressure should be 8053-3275. psi (21050-22580 kPa) for Models 2310, 2600 and 2610 and 2666-2887 psi (18380-19910 kPa) for all other models, If gage pressure is not within these limits, remove cap nut and turn adjusting serew (see Fig. 88) as required to bring opening pressure within specified its. If opening pressure is erratic or cannot be properly adjusted, remove in Jector from tester and overhaul injector as outlined in paragraph 113. If opening pressure is within limits, check spray pattern as outlined in following paragraph, 109. SPRAY PATTERN. Operate tester lever slowly and observe nozzle spray patterns. All four (4) sprays must be similar and spaced at approximate in- tervals of 110, 90, 70 and 90 degrees in a nearly horizontal plane. Each spray must be well atomized and should spread to a 8 inch (76.2 mm) diameter cone at approximately 8/8inch (9.525 mm) from nozzle tip. If spray pattern does not meet these conditions, remove injector from tester and overhaul injector as outlined in paragraph 113. If nozzle spray is satisfactory, proceed with seat leakage test as outlined in following paragraph. 10. SEAT LEAKAGE, Close valve to tester gage and operate tester lever quickly for several strokes. Then, wipe nozzle tip dry with clean blotting paper, open. valve to tester gage and push tester lever down slowly to bring gage pressure to 150 psi (1035 kPa) below, nozzle opening pressure and hold this pressure for one minite, Apply a piece of clean blotting paper (see Fig. 87) to tip of rozdle; the resulting ol blot should not be greater than ‘-inch (12.7 mm) in liameter. If nozzle tip drips oil or blot is excessively large, remove injector from tester and overhaul injector as outlined paragraph 113. If nozzle seat leakage mot excessive, proceed with nozte leak back test vutlined in following paragraph, 111, NOZZLE LEAK BACK. Operate tester lever to bring gage pressure to approximately 2300 psi (15860 kPa), release lever and note time required for gage pressure to drop from 2200 psi (25170 kPa) to 1500 psi (10345 kPa), If time required is less than five seconds, nozle is worn or there are dirt particles between mating surfaces of nozzle and holder. If time required is greater than 40 seconds, needle may be too tight a fit in nozzle bore. Refer to paragraph 113 for disassembly, cleaning and overhaul information, 32 NOTE: A leaking tester connection, ‘check vaive or pressure gage will show up In this test as excessively fast leak back. HY, In testing a number of injectors, all ‘show excessively fast leak back, the tester should be suspected as being faulty rather than the injectors. 112, REMOVE AND REINSTALL INJECTORS. Before removing injec tors, carefully clean all dirt and other foreign material from lines, injectors and eylinder head area around injectors. Disconnect injector leak-of line (Fig. 89) at each injector and at fuel return line. Disconnect injector line at pump and at injector. Cap all lines and openings. Remove the two retaining nuts and carefully remove injector from eylinder head. Prior to reinstalling injectors, check injector seats in cylinder head to see that they are clean and free from any earbon deposit, Install a new copper washer in seat and a new cork dust sealing washer around body of injector. Insert injector in eylinder head bore, install retaining ‘washers and nuts and tighten nuts even: ly and alternately to a torque of 10-15 ft-lbs. (14-20 N-m). Position new leak- off fitting gaskets below and above each banjo fitting and install banjo fitting bolts to a torque of 8-10 ft-lbs. (LI-14 N-m), Reconnect leak-off line to return line. Check fuel injector line connections to be sure they are clean and reinstall lines tightening connections at pump ‘end only. Crank engine until a stream of fuel is pumped out of each line at injee- tor connection, then tighten connee- tions, Start and run engine to be sure Refer also to paragraph 112. Fig. £0-View showing In- Jector assembly mounted on Doling. Mixture: nozzle. re. {aining nut is boing tight ‘ened wilh torque wrench. INJECTOR FORD that injector is properly sealed and that injector line and leak-off line connee- tions are not leaking, 113. OVERHAUL INJECTORS. Unless complete and proper equipment is available, do not attempt to overhaul diesel injectors. Equipment recommended by Ford is Kent-Moore or Hartridge Injector Nozzle Tester and Nuday SW 20 Injector Cleaning Kit. Refer to Fig. 90 and proceed as follows: Secure injector holding fixture ina vise and mount injector assembly in fixture, Never clamp injector body in vise, Remove eap nut and back-off ad- Justing screw, then lift off upper Spring disc, injector spring and spindle. Remove nozzle retaining nut using nozzle nut, socket and remove nozzle and valve, Nozzles and valves are a lapped fit and must never be interchanged. Place all parts in clean fuel oil or calibrating fluid as they are disassembled. Clean in Jector assembly exterior as. follows Soften hard carbon deposits formed spray holes and on needle tip by soaking ina suitable carbon solvent, then use a soft wire (brass) brush to remove carbon from needle and nozzle exterior. Rinse nozzle and needle immediately after ‘leaning to prevent carbon solvent from ‘corroding the highly finished surfaces. ‘Clean pressure chamber of nozzle with a reamer as shown in Fig. 91. Clean spray holes with proper size wire probe held in a pin vise as shown in Fig. 92. To prevent. breakage of wire probe, wire should protrude from pin vise only far enough to pass through pin holes. Nozzle NUT REMOVER AND INSTALLER TORQUE Nozzle WRENCH RETAINING. Nur « HOLDING FIXTURESHOP MANUAL Paragraph 113 Cont. PRESSURE NOZZLE CHAMBER PRESSURE DRILL CHAMBER KNURLED Fig, 95-A back flush at Nur tachment! installed on oz: NOZZLE Fig. 81 Cleaning nozzle tp cavity with pres Fig. 92—Cleanlag nozzle spray holes with wire ‘probe held In pin vise. Fig. 92— Use scraper to clean carbon trom valve ‘eat in nozzle body. Fig. 94~Pressure chamber carbon remover Is ‘Geedto clean annual groove as wells clean car- ‘bon from pressure chamber In nozzle. 42le taste fo clean nozzle by reverse flow of fhid: note propor instalation of nozzle im adopter unit. Rotate pin vise without applying undue pressure. ‘The valve seats in nozzle are cleaned by inserting valve seat scraper into nozale and rotating seraper. Refer to Fig. 98. The annalar groove in top of nozzle and pressure chamber are cleaned by using (rotating) pressure chamber earbon remover tool as shown in Fig. 94. ‘When above cleaning is accomplished, back flush nozale and needle by install: ing, reverse flushing adapter on nozzle tester and inserting nozzle and needle assembly tip end first into adapter and secure with knurled nut. Rotate needle in nozzle while operating tester lever. AMter nozzle is back flushed, seat can be polished by using a small amount of tallow on the end ofa polishing stick and rotating stick in nozzle as shown in Fig. 96. If the leakcack test time was greater than 40 seconds (refer to paragraph 11), or if needle is sticking in bore of nozzie, correction can be made by lapp- ing needle and nozzle assembly. This is accomplished by using: a polishing com pound (Bacharach 66-0656 is suggested) as follows: Place small diameter of noz- dle in a chuck of a drill having a maximum speed of less than 450 rpm. Apply NOZZLE ere a small amount of polishing: compound on barrel of needle taking care not to allow any compound on tip or beveled seat portion, and insert needle in rotating nozzle body. Refer to Fig. 97. NOTE: It is usually necessary to hold upper pin end of needle with locking piers to keep needle from turing with nozzle, Work needle in and out 2 few times taking then withdraw needle, remove nozzle from ‘chuck and thoroughly clean nozzle and needle assembly using back flush adapter land tester pump. Prior to reassembly, rinse all parts in lean fuel oil or calibrating fluid and assemble while still wet. Position nozale and needle valve on injector body and be sure dowel pins in body are correctly located in nozzle as shown in Fig. 98. In- stall nozzle retaining nut and tighten nut to a torque of 50 ft-lbs. (68 N-m). Install spindle, spring, upper spring disc and spring adjusting screw. Connect injector to tester and adjust opening pressure as, in paragraph 108 Use a new copper washer and install cap nut. Recheck noz- Nozze NEEDLE Fig. 97—Chuck small dlameter of nozzle in siow ‘Speed electric il tap needle to nozzle! leak Deck time is exceasive or needle sticks in nozle. ‘Hold pin end of needle with locking piers. 33Paragraph 114-117 zle opening pressure to be sure that installing, nut did not change adjustment. Retest injector as outlined in paragraphs 108 through 111; renew nozzle and needle if still faulty. If injectors are to be stored after overhaul, it is recommended that they be thoroughly flushed with calibrating fluid prior to storage. FUEL INJECTION PUMP All Diesel Models 114. PUMP TIMING. Refer to Fig. 99. The C.A.V. fuel injection pump i correctly timed when installed with seribe line on pump body aligned with the “O” mark on engine front plate. NOTE: Some mechanics may prefer to set injection pump timing to obtain max: Imum engine horsepower on @ dynamometer. If following this procedure, {do not loosen pump mounting bolts when fengine is running. Stop engine to make change in timing, then restart and recheck horsepower output on dynamometer. 115, R&R FUEL INJECTION UMP. Thoroughly clean the pump, lines and connections and area around pump. Remove pump to injector lines, disconnect fuel inlet and outlet (return) lines from injection pump and im- Fig. 98 sure dowel pins in nozzle holder enter mating holes In nozae ‘SCRIBE GPE see Fig. 98-View showing timing marks on ‘we injection pump body and engine tront Timing Is correct when eeribe line on pu ‘aligned with "0" mark on engine front plate. 34 mediately cap all openings, Disconnect throttle control rod and fuel shutoff able. Remove cover plate from engine timing gear cover and remove the three cap screws retaining pump drive gear to pump drive hub; refer to Fig. 100, Un- bolt injection pump from engine front plate and remove pump assembly. The pump drive gear will remain in engine timing: cover and cannot become out of time; however, engine should not be turned when the pump is removed. To reinstall fuel injection pump, reverse removal procedures. Align seribe mark on pump body with “0” mark on engine front plate as shown in Fig. 99 and tighten pump retaining bolts to a torque of 26-30 ft-lbs. (85-41 N-m). ‘Tighten injection pump drive gear re taining bolts to a torque of 20-25 ft bs. (2734 N-m). Bleed diesel fuel system as outlined in paragraph 104. INJECTION PUMP DRIVE GEAR Alll Diesel Models 116. ‘To remove fuel injection pump drive gear, first remove engine timing gear cover as outlined in paragraph 68. ‘Then, remove the three cap serews and fuel injection pump drive gear. Prior to installing: gear, turn engine crankshaft so. timing’ marks on crankshaft gear and camshaft gear point towards center of idler (camshaft drive) gear. Then, remove self-locking cap screw retaining idler gear to front face of cylinder block, remove idler gear and reinstall with timing marks aligned with marks on crankshaft gear and cam: shaft gear. Tighten idler gear cap serew to a torque of 100-105 ft-lbs. (136-143 N-m) ‘Turn pump shaft so pump drive gear can be installed on dowel pin in pump drive adapter with timing marks on pump drive gear aligned with timing mark on idler (camshaft drive) gear. Fig. 100~View with pump drive geer cover removed trom timing gear cover showing CA.V. {ual Injection pump drive gear, attaching bolts ‘and dowel pin. FORD NOTE: Same injection pump drive gear Is used on Ford three and four cylinder engines. Note in Fig, 102 that drive gear () Is stamped with numerals (3 and 4) as tim ing marks. Align timing mark (8) on drive ‘gear () with timing mark on idler gear (G) ‘on three cylinder engines. Install and tighten the three pump rive gear retaining cap screws to a torque of 20-25 ft-lbs. (27:34 N-m). Reinstall timing gear cover as per appropriate paragraph. DIESEL GOVERNOR ADJUSTMENTS All Models 117. To check idle speed adjustment, proceed as follows: Start engine and br. ing to a normal operating temperature. Disconnect throttle linkage from gover nor arm on fuel injection pump. Hold Fig. 101—View showing location of high idle (maximum) speed stop screw (H) and (slow) idle ‘Speed stop screw () on CAV. fuel Injection ‘pomp. Fig. 102—Diese! engines are fitted with the same pump drive gear as used on fourcylinder ‘models. Align nummerai'3 on gear () with fdler ‘9e0r (G) timing mark when timing Injection ‘pumps.SHOP MANUAL governor arm against slow idle speed stop serew; slow idle speed should then be 600-700 rpm on Models 2600, 3600, 4100, 4600 and 4600SU and 600-85 rpm on all other models. If it is not, Toosen locknut on slow idle speed stop screw (Fig. 101) and turn screw in or out to obtain proper slow idle speed, then tighten locknut, Hold injection ‘pump governor arm against high idle (maximum) speed stop screw; engine speed should be 22252275 rpm on Models, 2310, 2600, 2610, 3600 and 3610, 2425-2475 rpm on Models 4100, 4110, 4600 and_4600SU, and 2350-2400 on Models 4610 and 4610SU. If not within specified speed range, high idle speed stop serew should be adjusted. CAUTION: The high idle speed stop screw is sealed at the factory with a seal- ‘and outer race from front of timing gear cover, Retaining mut has Toft hand thread. Fig. 105 throttle and linkage } Bi er Ete ve arn tion dine \ ice is— te eet ASN 16 Frot thot rot 4 ib Gp & 1 1 Ing wire and cover tube; this seal should not be broken on tractors within factory warranty by other than Ford authorized diesel service personnel. To adjust high Idle speed, break wire seal, remove cover tube and loosen locknut’ on adjusting screw; then, turn screw in or out to obtain specified high idle speed, tighten locknut and reseal the screw. When reconnecting throttle linkage, refer to paragraph 118 and adjust linkage if necessary. THROTTLE LINKAGE ADJUSTMENTS: 118, Refer to exploded view of typical hhand operated throttle linkage in Fig. 108, With throttle link (11) disconnected from injection pump governor arm and with engine governed speed adjusted as, outlined in paragraph 117, proceed as follows: Move hand lever’ (1) to rear against slow idle stop and hold pump governor arm against slow idle speed stop screw; forward end of link (11) should then enter hole in governor arm ‘without binding. If not, loosen locknut, (10) and turn Tink in'or out of end assembly (9), a8 required. With link length properly adjusted, reconnect link to pump governor arm with retainer (12) and tighten locknut (10). With engine running, check operation of throttle; there should be sufficient tension on spring (6) so hand lever will remain in any desired position, yet move without ex Fig. 108-Drawing showing throttle and governor Hinkage. Refer to Fig. 105 for ‘arts Identitication Paragraph 118-119 cessive binding. Tighten or loosen spring adjustment nut (8) as required. Recheck engine governed speed (paragraph 117) with throttle linkage connected, GOVERNOR (Non-Diesel) Non-diesel engines are equipped with a variable speed centrifugal flyball type ‘governor that is mounted on front end of Ignition distributor drive shatt; refer to Fig. 104, SPEED ADJUSTMENT 119. Refer to Figs. 105 and 106 for views of linkage. Make sure linkage is free without excessive looseness. Move hand throttle to high speed position and adjust governor rod (18) if necessary, to fully open carburetor throttle, length of throttle rod (L.) to 12. inches, (323.8-325.4 mm). Move hand throttle lever to slow idle position and check to be sure carburetor throttle arm is firmly held against slow speed stop serew. If necessary, detach rod end (9—Fig. 105) from throttle lever arm (3) and adjust length of control rod (11) as requiredParagraphs 120-122 Fig. 107—Exploded view of non-desel governor and distributer dive assembly. 1, Rearcover sate 5 Gale 7. Ditbator die 1g. Tilag gar eover 5 Gear maser aha bose 1 Dever = & Gasket 1 Ret tired) Woda y Tors mater 1 erat Sofie 18 Eee ot pate 1 eae Start and warm engine and adjust slow idle speed to 600-700 rpm. Adjust high idle speed by turning adjustment screw (17—Fig. 106). High idle speed is 2200-2300 rpm for Models 2600, 2610, 3600 and 3610 and 2400-2500 rpm for Models 4600, 4610, 4600SU and 461080, R&R AND OVERHAUL 120, Refer to Fig. 107 for an exploded view of engine governor; plus governor drive which also includes distributor drive shaft and housing. Governor housing (17) ean be removed after disconnecting linkage and removing retaining cap screws. Outer race (15) can be withdrawn after removing gover- nor housing: Remove drive shaft nut (14) if indicated, and withdraw governor driver assembly (13). Governor driver (weight) unit is only available as an assembly. With governor driver removed, distributor drive housing, shaft and associated parts can be removed after removing ignition coll, distributor, ofl feed line and attaching cap screws. Drive gear (11) can only be removed after removing timing gear cover as outlined in paragraph 68. Distributor drive shaft (3) can be removed from housing (7) after remov~ ing rear cover (1), Woodruff key (4) and thrust washer (9) Renew parts which are worn, damaged or questionable, and assemble by reversing disassembly procedure. Time ignition as outlined in paragraph 128 and adjust governor linkage if necessary, as in paragraph 119, Fig. 108 Exploded view of water pump assembly used ‘on al engines. Seal (5) soats ‘against hub of impeller (8. aly ‘Sha earings Water sng Fig. 109-View showing shaft and bearing sssombiyeig pressed rom impair and hous 2. COOLING SYSTEM RADIATOR PRESSURE CAP AND THERMOSTAT All Models 121. A 7 psi (483 KPa) radiator pressure cap is used on all models. ‘Thermostat is located in front end of cylinder head. Thermostat is accessible after draining coolant from radiator and removing water outlet connection from intake manifold or eylinder head. Standard thermostat for Models 2600, 3600, 4100, 4600 and 4600SU should start to open at 168°F (76°C) and be fully open at 192°F (89°C). Standard ther mostat for Models 2310, 2610, 3610, 4110, 4610 and 4610SU should start to ‘open at 180°F (82°C) and be fully open at 203°F (95°C). Optional thermostats are available; however, use of standard ‘hermostat is recommended for all con tions, RADIATOR All Models: 122, R&R RADIATOR. To remove radiator, drain cooling system, diseon- CI Fig. 110~0n models 60 equipped, tlange of water slinger should be 035 Inch (1287 mm) trom edge cf outer bearing race a5 shown above.SHOP MANUAL VmPELER Shan is Fig. 111— Press impeller onto shatt with %inch (18 mm) LD. pipe se impeliar is tush with rear of ‘housing as shown. rect front mounted air cleaner hose and headlight wires and remove the grille and radiator shell from tractor. Discon- rect hoses and if so equipped, disconnect transmission oil cooler tubes from radiator lower tank, Disconnect engine breather tube from rocker arm cover ‘and fan shroud, then remove tube. Un- bolt and remove radiator and fan shroud assembly from tractor. Remove shroud from radiator if necessary. On models with transmission oil cooler, radiator lower tank assembly contains a heat exchanger and, on some ‘models, lower tank is available Separate ly from radiator assembly. To reinstall radiator, reverse removal procedure WATER PUMP All Models 128, Water pump can be removed after removing radiator as outlined in paragraph 122. Refer to exploded view of water pump in Fig. 108 and disassemble pump as follows: Remove fan from pulley and using standard two-bolt puller, remove pulley from shaft. Remove rear cover (8) and Fig. 112—Press pulley onto shaft so distance Irom eenier of belt groore in pulay Is 21s Inches (63.5 mm) from rear face of housing. press shaft and bearing assembly () out towards front of housing. Fig. 100. Drive seal (Ge Tig- 108) out towards rear of housing. Using a length of 1-5/16 inch (88.34 mm) 1D pipe, press new seal into hows- ing. On models so equipped, check to see that flange on water slinger (4) is located 0.55 inch (13.97 mm) from edge of bearing race as shown in Fig. 110, then press shaft into front of housing until outer bearing race is flush with front end of housing. Using a length of *%inch (19 mm) ID pipe, press impeller onto shaft as shown in Fig. 111 so impeller is flush with rear end of housing. Press pulley conto shaft so center of belt groove in pulley is 2¥4 inches (63.5 mm) from rear face of housing as shown in Fig. 112. In- stall rear cover with new gasket and tighten retaining cap serews to a torque of 18-22 fttbs, (24-30 N-m). Reinstall water pump assembly by reversing removal procedure and tighten retaining cap screws to a torque of 23-28 ft-lbs, (31-38 Nm), ELECTRICAL SYSTEM ALTERNATOR AND REGULATOR Due to the fact that certain alternator components can be seriously damaged by procedures that would not affect a D.C. generator, the following precau ions must be observed. 1. Always be sure that when installing, batteries or connecting a booster battery, the negative posts of all batteries are grounded. 2. Never short across any alternator or regulator terminals. 8. Never attempt to polarize the alter nator. 4. Always disconnect all battery ground straps before removing or replacing any electrical unit. Never operate alternator on an ‘open cireuit; be sure that all leads are properly connected and tightened before starting engine. 124, All models are equipped with either a Motorola 32 amp or 51 amp alternator. Alternators may be iden tified by width of gap (exposed stator laminations) between front and rear housings. This gap measures 38-inch (9.5 mm) on 82 amp alternators while ‘ap on 51 amp alternators is 5/8-inch (16 mm). Service specifications are: Paragraphs 123-126 D5NN-10300-B And DSNN-10300-E Max. output at 160°F (71°C), 2400 engine rpm and 1.Avolts..... ‘82amps Minimum brush length ‘B/16in (4.8 mm) Min, brush spring tension with new brush +. -4o2. (113.4 gms) Field current... 1.82.4 amps Field resistance . = Gohms D5NN-10300-A, D And G Max. output at 160°F (71°C), £2400 engine rpm and 14.4volts.. Minimum brush length Min. brush tension with new brush (118.4 gms) Field current 1.824 amps Field resistance ‘Gohms 125, VOLTAGE REGULATOR. All models are equipped with voltage regulator D7NN-10316-B with the folowing voltage readings at 10 ampere Ambient Output ‘Temperature Terminal Voltage 0°F (~18°C). 14.8155 20°F (~7°C) .. 146153 40°F (4°C).. 143-149 60°F (16°C) 140-146 80°F (27°C) 136-143 1002F (88°C). 1209F (49°C). - 140°F (60°C) 160°F (71°C). STARTER MOTOR 126. Gasoline engines are equipped with starter motor D7NN-11001-A Diesel engines may be equipped with starter motor DANN-11000-A, D7NN- 11000-A, D&NN-11000-BA, | D8NN- 11000-CA, DSNN-11000-DA’ or D9NN- 11000-AA\ Fig. 114—Cutaway view of stating motor used ‘on models with gasoline engine. 37Paragraphs 127-129 inion oeaR Fig. 115—Measuring drre pinion clearance on ‘iesel engine starting motor. Reler to Fig. 116 for adjustment and to tex for meesuring and ad. Justing proceaur On diesel engine starters equipped with an eccentric type pivot pin the clearance between drive pinion and thrust collar when drive pinion ed should be adjusted as follo check clearance, first energize solenoid with a 6 volt power source, then check clearance with a feeler gage as shown in Fig. 115. If the clearance is not within 0,010-0.020 inch (0.25-0.51 mm), refer to Fig. 116. Loosen locknat and turn pivot pin as required to obtain proper clearance, then tighten locknut and recheck clearance. Refer to following starter motor ser: vvice specifications: DINN-11001-A, D4NN-11000-A, DZNN-11000-A, D8NN-11000-BA. and DSNN-11000-DA. Brush spring tension (min. with new brushes) = 40002. (1134 gms) Min, brush length Yain, (3mm) Min. commutator dia, . 1.46in, (7.1 mm) ‘lesel engine starting motor. Max. armature shaft end play ..0.058in, (1.47 mm) ‘Max. armature shaft run-out 0.005 i (0.13 mm) Volts ....... salt No-load test ese,” Amps f «60 Rpm... «5200-9400 (Gasoline) Amps....... eos. 70 Rpm ee» 6000-9500 Loaded test with engine warm (Diesel), Amps oe 225-275 Rpm... 150-200 (Gasoline) Amps 150-200 Rpm...) 150-200 D8NN-11000-CA, Brush spring tension (min, with new brushes) 2. -A207. (4190 gms) Min. brush length... 0.81 in, (7.9 mm) Min. commutator dia, .. 1.58in. (38.9 mm) Max. armature shaft end play. 0.020 in, (0.51 mm) Max. armature shaftrun-out 0,005 in, (0.13 mm) Volts ....... eect ae cael No-load test, Amps... Rpm . Loatled test with warm engine ‘Amps . Rpm DONN-11000-AA, Min. brush length. . Min. commutator dia, ..... (8.1mm) Max. armature shaft end play... 0.055 in, (14 mm) Volts .... pall Novload test, Amps... 100 Rpm 5000-7500 Loauled test with warm engine, Amps... cress DBR Rpm 150-200 IGNITION SYSTEM 127. SPARK PLUGS. Motorcraft AG5 spark plugs are recommended for all gasoline engines, Set electrode gap at (0,023-0.027 inch (0,580.69 mm). Install spark plugs with dry threads and tighten to 26-80 ft.lbs. (85-41 N-m), 128, IGNITION TIMING. Breaker point gap is 0.024-0.026 inch (0.61-0.68 mm), Firing order is 1-2-3. Ignition timing is 0-4 degrees BTDC on Models 2600, 2610, 3600 and 3610 and 2-6 degrees BTDC on all other models with engine idling and vacuum line disconnected. FORD To install and time distributor, proceed as follows: Remove No, 1 (front) spark phig and turn engine slowly until air is forced out spark plug hole. Con- tinue turning engine slowly until 0 degree (TDC) flywheel mark is aligned with arrow in inspection opening: of engine rear cover plate. Place distributor with dust cover and rotor installed in drive housing with rotor poin- ting towards No, 1 cylinder distributor cap terminal. This should properly mesh distributor gear with drive shaft gear. Loosen bolt clamping timing arm to distributor base and rotate distributor until breaker points just start to open, Hold distributor housing in this position, center timing arm slot on bolt hole in drive housing and tighten timing arm clamp bolt. Reinstall spark plug, distributor cap and spark plug wit start engine and set timing with timing light. 129. DISTRIBUTOR TEST AND OVERHAUL. The breaker contact gap for all models is 0.024-0.026 inch (0.61-0.68 mm). Cam dwell angie for all models is 35-88 degrees; however, most dwell meters will not have a 3-lobe position for 3eylinder engines. Therefore, the cam dwell for Sobe distributor eam should test 17-19 degrees when dwell meter is set for é-lobe (G-cylinder) position. Breaker contact points may be either conventional pivoted type oF pivotless On pivoted type points, breaker arm spr ing tension should be 17-21 ounces (482.595 gms) when measured at end of breaker points contact, or 16-18 ounces (425-510 gms) when measured at center of contact points. To adjust spring tension, loosen nut holding breaker arm spring and move slotted end of spring towards pivot point to inerease tension, ‘or away from pivot point to increase ten sion, Tension on pivotless point set is nonadjustable. Refer to Fig. 117 for noupwonne te Fig. 117—View of 3ylinr ignition distributor with cap and rotor removed. Two types of Dreaker point assemblies are used: refer to Inset {or nonpiveting type.SHOP MANUAL views showing both types of breaker points, For distributor test’ stands (syn- chroscopes), refer to the following test data for both centrifugal advance test data and vacuum advance test data: (All data isin distributor rpm and distributor degrees.) CTNF-12127-B Distributor for ‘Models 2600 and 2610 Centrifugal Advance Data: Distributor Rpm Degrees Advance 200-350 . =0.5t0 +0.5, 400... Otol 600 2. 4105 850 platens 91010 900 and above toll Vacuum Advanee at 1000 Distributor Rpm: Inches Mercury a. 0 Berssvde 5 5 = et 8. 5 sane o Sand above 3 (C7NN-12127-A Distributor for Models 3600, 3610, 4600, 4610, 4600S and 46108U Centrifugal Advance Data: Distributor Rpm Degrees DOEED ss eseeeseevene 600... 7 800 1000 1100: z 1150 and above ‘Vacuum Advance at 1000 Distributor Rpm: Inches Mercury Degrees Advance 1 eet 20) Gisentatienss fess t005 Bits : Otol 7 5 Oto 1.5 ae apoesnesOTORS: PIPES Allen cee 1to4 10. 1 2t05 i 25t05 130, ADJUST CENTRIFUGAL AD- VANCE. If distributor centrifugal advanee did not fall within specifications given in paragraph 129, proceed as follows to adjust or correct centrifugal advance mechanism: Refer to Fig. 119 and check to be sure sleeve (22) is in place on tang of distributor shaft plate. NOTE: Top view of distributor In Fig. 119 Is with breaker plate (14—Fig. 118) removed; however, distributor shaft can be rotated and sleeve (22—Fig. 118) and spring adjustment tabs (1) observed through hole in breaker plate. Fig. 118 Exploded view of Ford 3-cylinder Ignition ‘istbutor assembly. Roeeen, Be Wik 5 Re ene fers i a fies seseene cf If low rpm centrifugal advance is not within specified limits, turn distributor shaft so primary spring (21) adjusting tab (T) isin view through hole in breaker plate and bend tab in to increase advance or out (away from distributor shaft) to decrease advance. If high rpm centrifugal advance is not ‘within specified limits, turn distributor shaft s0 secondary spring (20) adjusting tab (T)is in view through hole in breaker plate and bend tab in to increase ad- ‘vance oF out (away from distributor shaft) to decrease advance, NOTE: Secondary advance spring ‘should be loose on tang when distributor shaft is stationary. After adjusting centrifugal advance springs, recheck centrifugal advance roughout low, intermediate and high distributor rpm ranges given in test data. Renew advance springs if centrifugal advance is not within specified limits throughout test rpm range and cannot be adjusted. Advance springs for Models 2600 and 2610 have 7¥e coils and are color-coded blue; advance springs for all other models have six are color-coded purple. NOTE: “Primary” and “Secondary” advance springs are identical, only adju iment is different. 181, ADJUST VACUUM ADVANCE. If vacuum advance is not within specified limits as outlined in paragraph Paragraphs 130-131 38 35 36 32 Fig. 120~ Cross-sectional view of vacuum ad. ‘ance mechanism showing proper location ‘of ‘racuum advance stop (39) and adjusting shim washers (36). Refer {fo Fig. 118 for parts Iden ‘iteation.Paragraphs 132-134 129, remove plug (32—Fig. 120) and add shims (84) between plug and spring to decrease advance, or remove shims to inerease advance. Be sure gasket (33) is in good condition or renew gasket when reinstalling plug. Check vacuum unit for Jeaks after reinstalling plug. Shims are available in three thickness ranges: 0.008-0.010 inch (0.203-0.245 mm), 0.020-0,022 inch (0.508-0.569 mm) and (0.040-0.042 inch (1.016-1.067 mm). 132. OVERHAUL DISTRIBUTOR. Refer to exploded view of igri distributor for 3-eylinder engines in 118. It is important to properly lubricate distributor whenever servicing unit. Felts (4, 9, 15 and 25) should be lightly saturated with SAE 10W motor oil When advance unit is disassembled, fil grooves in top of distributor shaft: and lubricate pivot pins with multipurpose lithium base grease. ‘When installing new breaker points or adjusting breaker point gap, make certain that after the point retaining screws are tightened, ground wire (11) is pro perly positioned as shown in Fig. 117, To renew distributor shaft and/or shaft bushing, proceed as. follows: Remove vacuum advance assembly and breaker plates, Remove felt wick from top of distributor eam (17 —Fig. 118) and extract retainer (16) with needle nose pliers. Drive gear retaining pin (31) from ‘gear and press shaft (23) from gear and housing. Press old bushing (24) out towards top of housing with bushing driver (Nuday tool SW 503 or equivalent). Lubricate outside of new bushing with motor oil, place flat steel washer against shoulder on driver and press new bushing in with driver until washer seats against top inside surface of housing, Ream bushing to inside Fig. 121— View of cluteh linkage on models Without a cab. Refer to paragraph 123 for achust- ‘mont. diameter of 0.468-0.469 inch (11.887-11.912 mm). Lightly ol shaft, in- Sert shaft into housing and press gear ‘onto lower end of shaft so shaft end play is 0.029-0.042 inch (0.736-1.066 mm). Using pin hole in gear as a guide, drill retaining pin hole through new shaft, then install pin After reassembling distributor, check and adjust advance mechanism as outlined in paragraphs 129, 130 and 131. CLUTCH Tractors with transmission type pto or independent pto will be equipped with an 11 Inch (28 em) diameter single plate dry type clutch while some 4800 and 4810 ‘models are equipped with a 13 inch (33 ‘om) clutch. Tractors with “live” type pio will be equipped with a dual plate spring loaded disc type clutch having an 11 Inch (28 cm) diameter transmission clutch disc and an 8% inch (21.6 cm) diameter pto disc. LINKAGE ADJUSTMENT All Models 33, Clutch pedal free play should be Wee inches (82-38 mm). To. adjust cluteh pedal free play, loosen locknut (N-Fig. 121 or 122) and remove cotter pin (T) and clevis pin (P). Turn elevis (C) 80 desired cluteh pedal free play is ob- tained. On models equipped with a Ford cab, cluteh pedal travel must be adjusted. To adjust pedal travel, turn adjusting bolt (B-Fig. 122) in’ pedal shank (B). Measure pedal travel by depressing pedal until free play is removed then measure distance pedal moves to bot- Fig. 122—View of clutch linkage on models ‘equipped with» cab. Roter to paragraph 129 for ‘adjustment. FORD tomed position. Pedal travel should be 6% inches (15.9 em) on Models 4100, 4110, 4600, 4610, 4600SU and 46108U; ‘7% inches (19.7 em) on Models 2310, 2600, 2610, 3600 and 3610 with “live” to; 5% inches (13.0 em) on all other models. TRACTOR SPLIT All Models 134, Diseonnect battery, remove ver tical exhaust muffler (models so equip ped), withdraw hood mounting screws, then remove hood. On models without a cab, disconnect. electrical connectors between front and rear wiring harness. For aecess to wiring on models with a cab, remove steering column access panel. Disconnect electrical connectors between front wiring harness and safety start. switeh sender wire, windshield washer motor sender wire and rear wi ing harness at multiconnector. Remove any connectors retaining front main harness to hood assembly. Disconnect: proofmeter drive cable from oil pump drive gear on left side of ‘engine. If equipped, remove bolts and ruts securing front radius rods. On models 30 equipped, disconnect power steering pressure and return tubes at pump and reservoir assembly. If equipped, remove nut securing left drag link to spindle arm, then separate. Discon- nect right drag link if needed. On models without a cab, disconnect center and left support struts from rear hood assembly On models with a cab, remove retaining bolts to withdraw hood rear support assembly. Remove bolts and nuts secur ing front end of fuel tank. On models without a eab, remove nuts and bolts mounting battery support bracket to rear hood panel. Unhook wiring from starter motor. Remove mounting cap serews, then withdraw starter motor. ‘On models with a cab, close heater water control valves and disconnect hoses and plug. Disconnect fuel shut-off or choke eable. Disconnect throttle con ‘rol rod from fuel injection pump or earburetor, Unhook fuel leak-off tube from neck of fuel tank filler tube. Close fuel shut-off valve, then disconnect tube at tank joining fuel tank to fuel filter. On models s0 equipped, remove right steer ing gear covers. Disconnect lines connecting hydraulic pump to rear axle center housing at pump. On models with horizontal exhaust, disconnect exhaust pipe at engine manifold. On models so equipped, disconnect oil cooler lines from center housing and diseonnect air conditioning couplers. Remove flywheel! inspection cover and engine plate to transmission mounting eap serews.SHOP MANUAL Insert wood wedges between front ax- Je and front support. Place supports under front end of transmission housing, and support engine with hoist or rolling. floor jack, unbolt engine from transmission and roll front unit away. To reinstall engine, reverse removal procedure, Refer to Fig. 53 for engine to transmission bolt tightening torques. Refill and bleed systems as outlined in specific sections. R&R AND OVERHAUL Single Clutch Models 135, To remove clutch unit after trac tor is split, remove retaining serews and lift unit off flywheel. ‘To install clutch, use a suitable cluteh pilot tool and install clutch dise. Be sure to reinstall clutch dise in same direction as removed. Most clutch dises are stamped “Flywheel Side” indicating side which faces flywheel. On 4600 and 4610 models equipped with 18-inch (83 em) clutch assemblies, be sure to install 0,09-0.10 inch (2.30-2.50 mm) spacers (7—Fig. 125). Tighten pressure plate re- tainng serews to 23-29 ft-lbs, (31-39 Nem). Refer to Fig. 128 for exploded view of Linch (28 em) single dise clutch and four-finger pressure plate used on 4100, 4110, 4600SU, 4610SU and some 4600 and 4610 models. Figure 124 shows three-finger_ pressure plate used on 2310, 2600, 2610, 3600 and 3610 models without double clutch, Figure 125 shows exploded view of 13-inch (83 em) cluteh assembly used on some 4600 and 4610 models. Renew any springs which are rusted, distorted, heat discolored, cracked or fail to. meet specification in CLUTCH SPRING TABLE. Springs are color coded as noted in table. Free length and spr ing pressure specified in table are minimums, Finger height on 2310, 2600, 2610, 3600 and 3610 models should be 1.969-2.031 inches (60.01251.587 mm) ‘with 0.355 inch (9.02 mm) thiek spacer in place of clutch disc. Finger height on 4100, 4110, 4600, 4610, 4600SU and 4610SU models with 11-inch (28 em) clutch should be 1.89-1.91 inches (48.0-48.5 mm) with 0.355" inch (9.02 mm) thiek spacer in place of clutch disc. Finger height on Models 4600 and 4610, with 18inch (33 em) clutch should be 2.700-2.735 inch (68.580-69.469 mm) ‘with 0.830 ineh (8.38 mm) thick spacer in place of eluteh dise. Measure to surface of flywheel. Double Clutch Models 136, To remove clutch after tractor split, first depress release levers. and Fig. 1inch (88 ‘djing mat 125 Exploded view of ‘em) clutch ‘Used on some Part No. LL-INCH (28 cm) CLUTCH: (C5NN-7572C EONN-7572DA 131NCH (83 em) CLUTCH: CSNN-1572G CONN4572H Paragraphs 135-136 CLUTCH SPRING TABLE, Color Code Free Length Buff/Lt. Blue 2-45/64 in, (68.659 mm) Brown 2-48/64 in, (67.865 mm) Lt, Green/Lavender 1.69 in. (42.92 mm) 1,69 in, (42.92 mm) Buff/Black Spring Test 150 Ibs, (667 N) 96 Ibs. (427N) 105 Ibs. (487 N) 185 Ibs. (828 N) aParagraph 136 Cont. Fp, 126~ Diagram showing location of pressure plate springs on Models 4600 and 4610 13:n¢h (23 em) clutch assembly. Numbers (6 and 70) ‘Senote numberof spring coll. Six-coll springs ‘are color coded light greentavendar while ton. re not used secure to clutch cover with wire; then unbolt and remove cover assembly. ‘Transmission clutch dise ean be renewed after cover is off. To renew pto clutch disc, it will be necessary to disassemble cover. Use a suitable pilot when reinstalling and leave pilot in place until levers are unwired. On clises with full cirele lining, position long hub rearward. On dises with ceramic buttons, position long hub forward. Tighten eluich cover retaining eap screws to a torque of 13-15 Fg. 127— Exploded view of ast 7, Retaining lips & Comer” 8. Adjting screws ize | toe iii 42 ftclbs. (17-20 N-m). ‘To disassemble the removed double clutch, mount unit on a suitable disassembly tool or on the bed of a press and use a tripod fixture to apply pressure to cover (12—Fig. 127), With pressure applied, remove struts (6) and cotter pins retaining release levers (10) Do not lose or intermix elip shims (8) as levers are removed. Lift off levers and remove pto pressure plate pins (17), then slowly. release pressure and disassemble eluteh unit. Pto clutch springs (14) on all models are color-coded violet. The springs have ‘an approximate free length of 317/64 inches (82.9 mm) and should test 110-120, Ibs, (490-534 N) when compressed to a height of 1.95 inches (49.5 mm). ‘Transmission clutch springy is color- coded yellow. It has a free length of 8-7/16 inches (87.3 mm) and should test. 92-102 Ibs, (409-454 N) when compressed to a height of 217/64 inches (57.5 mm). Assemble by reversing the disassembly procedure. Install clip shims (8) of sufficient thickness to apply a slight preload to retaining clip (7) when cotter pin is installed. Shims (8) are available in thicknesses of 0.005, 0.010, 0,015 and 0.020 inch (0.127, 0.254, 0.881 and 0.508 mm). Finger height (D— Fig. 128) should be 5.070.090 inches (12.87-12.92 em) with 0.855 inch (9.02 mm) spacer in place of clutch dise. Measure to surface of f 6 54321 fouble dite clutch assembly. 12, Soring cre 1a Te Ro phase sags Fig. 128 Cross-sectional view of release lever used on dual clutch. Gap(G) controls relexse of ‘to clutch, Correct finger helght fs distance (0). eter to text for adjustment procedures. flywheel. Adjust by loosening locknut (11) and turning adjusting serew (9). All levers must contact release bearing at the same time within 0.010-inch (0.254 mm). Adjust pto release linkage after clutch is installed by loosening locknats (1) and backing out adjusting screws (2). Insert the smooth shank of No. 51 (1.70 mm) drill bit in gap (G) and turn ad- Justing serew (2) ntl a slight drags felt as drill bit is rotated; then tighten Jocknut while holding adjusting serew. All levers must be adjusted alike. e—1 ars Fig. 128~ Exploded view of double clutch tingor snowing correct parts relationship. Rolerto Fig. 127 for parts entiation.‘SHOP MANUAL CAB Refer to the following paragraphs to remove or tilt forward the cab. Follow. ing procedures apply only to tractors equipped with a Ford cab. TILT CAB FORWARD All Models. 137. The cab may be tilted forward to provide access to components underneath cab using the following: procedure: Remove interfering knobs and levers, unscrew retaining screws (S-Fig. 130) and remove control quadrant (2). Detach flow control knob (5), remove boot retainer (4) and push boot (3) lip down to cab underside. Disconnect hydraulic lift control rods, unserew nuts securing bracket for hydraulic lift control levers and. remove control assembly. On models so equipped, detach transmission hand brake lever and push control eable under cab. Detach flow control valve lever link. On models so equipped, disconnect rear wheel handbrake cable at lower end. Disconnect. differential lock pedal rod from lever. Detach lower end of pto rod from actuation lever. Unscrew retaining serews and remove engine hood rear support. Remove scuff plates beneath each cab door and pull back floor matting to uncover access covers. Remove access covers and unscrew front cab retaining: nuts until nuts are flush with bolt ends. Unscrew four bolts securing rear cab struts to rear axle housings. Using suitable jacks raise rear of cab three inches (76.1 mm) and place sup: ports under eab, 2 Contra quadrant NOTE: Do not raise rear of cab more than 3% inches (89 mm) as windshield ‘may fracture. After lowering cab to normal position, tighten front cab retaining nuts to 180-220 ftths. (244-299 N=m) and eab- toaxle housing bolts to 70-95 ft-lbs. (95-129 Nem, REMOVE AND REINSTALL CAB All Models 188. Use the following procedure if ceab removal is required: Remove access panel in cab transmission tunnel and remove floor mat. If 30 equipped, detach auxiliary service control knob and remote control valve levers. Remove hydraulic lever control quadrant while noting two rear bolts are dowel type. Remove quadrant boot re tainer and push boot down through opening. Move hydraulic control levers to vertical position. Detach steering ‘wheel. Remove transmission gear shift knobs, boot and transmission access panel. Remove steering column access panel. Unscrew square head pinch bolt and remove throttle control lever. Unserew and remove steering: column boot retainer plate and boot. Diseonnect: main wiring; harness connector adjacent to steering gear. Ifo equipped, remove transmission handbrake lever assembly Disconnect all hoses, wires, rods and tubing which will interfere with separa- tion of eab from tractor. Remove scuff plates, mat and access panels in each door opening, to uncover front cab mounting bolts. Attach lifting apparatus to cab, unscrew front and rear cab ‘mounting bolts and lift cab off tractor. ‘Tighten front cab mounting bolts to 180-220 ft-lbs. (244-299 N-m) and rear cab mounting bolts to 200-240 ft-lbs. (272-326 N-m). If loosened, tighten cab mounting pad to axle housing bolts to 70-95 ft-lbs. (95-129 N-m). SIX-SPEED TRANSMISSION ‘The six-speed transmission consists of ‘three-speed plus reverse gear unit with ‘combined dual range output gears. LUBRICATION 139, ‘Transmission lubricant eapacity is 188 quarts (18.1 liters). Maintain lubricant at level of eheck plug opening located on right side of transmission housing just behind brake pedals. Recommended lubricant is SAE. 80 E ‘gear oil (Ford specification No. M2C58 Paragraphs 137-142 A). Recommended lubricant change period is 1200 hours. REMOVE AND REINSTALL Models Equipped With Cab 140, To remove transmission on models equipped with a Ford cab, refer to paragraph 188 and remove cab. Separate engine and transmission as outlined in paragraph 184. Remove steering gear and fuel tank assemblies, Separate transmission from rear axle center housing and roll rear axle assembly away. Reverse removal procedure to install transmission. Refer to Fig. 200 for tightening torque of transmission to rear axle center housing bolts. Refer to paragraph 250 or 251 when refilling center housing. All Models Not Equipped To remove transmission unit, tractor between engine and transmission housing as outlined in paragraph 134, then remove steering gear assembly and fuel tank from top of transmission housing as a unit. Support transmission housing from an overhead hoist and rear axle center housing separately; then separate transmission from center housing as outlined in paragraph 175. Reinstall transmission by reversing removal procedure. OVERHAUL 142, SHIFT COVER. On models equipped with a cab, remove mat, gear shift boot and access panel. On all ‘models, place shift levers in neutral and disconnect safety start switch wires. Unserew shift cover (9~Fig. 181) retai ing screws and lift cover slightly. jsconnect safety switch wiring from switeh unit and withdraw wire from cover unit; then lift off cover. Shift cover is east iron on models equipped with a cab and pressed steel on all other models, Shift levers and safety switch can be serviced at this time. The safety switeh threads into a retainer (20) whieh slides onto high-low shift rail (21). The safety switch is actuated by plunger (16) which rides in a cross bore in high-low shift rail as shown, and by a corresponding shaft detent for steel ball (11). The switeh is closed only when high-low shift lever is in neutral position. The retainer is positioned by a locating pin (19) which is pressed into shift cover (9) bore and enters positioning hole in top of retainer. Refer also to Figs. 182 and 138. 43shen 143 Fie. 131~Esploded vow of shit corr and Todated pote weed on sipend turanie: le Laie a om 1 iy fae He: Poe ‘To disassemble shift levers, unbolt and remove stop plate (13 131). Remove knobs (1). Slightly depress lever spring (3) and unseat and remove snap ring (2); then withdraw lever downward ut of cover unit. Assemble by reversing, disassembly procedure. When reinstalling cover, be sure to reconnect safety switch wires and check In cross bore of range fo Fig. 137 for ports {denutteation and to Fg. 133 for nsaled Hew 44 Fig. 133—Insalled view of safety switch, shift ‘ails and associated parts. Positioning dowel is pressed into top cover end enters locating Fig. 131 for parts ‘dentiiation and to Fig. 134 for assembled view of over to be sure locating pin (19—Fig. 133) in cover enters positioning hole in retainer (20), Tighten cover retaining cap screws to a torque of 25-30 ft-lbs. (34-40 N-m). Check to be sure safety switch operates properly. 143. SHIFT RAILS AND FORKS. Refer to Fig. 185 for exploded view. Up per shift rails, forks and associated parts ean be removed for service after removing shift cover as outlined in paragraph 142 and transmission rear Support plate as in paragraph 145. High 6 78 Fig. 13 Fig. 134 Assembled view of transmission top ‘cover as viewed from Bottom. Refer to Fig. 131 for parts Identification speed shift fork (13) slides on an extension of reverse idler shaft (17) and removal is outlined in paragraph 147 Be sure to recover detent ball (9), spring (8) and plug (7) for each rail as unit is disassembled. Interlock plunger (6) lies in a bore in transmission housing wall between high/reverse rail (4) and low/intermediate rail (3). Plunger ean be removed with a suitable magnet after removing plug (6) and rail (4). Install. by reversing removal procedure. Be sure tang on reverse fork (12) properly engages notch in high speed fork (13) during assembly. Also be sure that interlock pin (6) is properly 4 \ Exploded view of shitter rails and forks used In sx speed ransmission. Reverse idler shalt 38 ral for highspeed fork (19. Interlock pin (les between ralls(3& 4) and prevents ac- ‘ldentalshiting into two gears at once. (17) serves 2 Mig hi ra ck pin 5 Ute i ie 4 Hlereverse rat 4 Deter all 10, Coenector 1 St Sea Revere idler sat 15, gh speed fork isSHOP MANUAL positioned between rails (3 and 4). ‘Tighten set screws and locknuts toa torque of 20.25 ft-lbs. (27-34 N-m). 144, INPUT SHAFT, CLUTCH RE- LEASE BEARING SUPPORT AND FRONT SUPPORT PLATE. On models with single dise cluteh, transmi sion input shaft can be removed after splitting tractor between engine and transmission housing as outlined in paragraph 134. On dual clutch models, clutch release mechanism, bearing support and pto input shaft ean be removed for service after front split, but removal of transmission input shaft will require transmission removal as. outlined in Deeagraph 140 Orta On all models, drain transmission and 10 1B 12 Frnt megort plate © Poston sa Fig, 198~Exploded view of tront support plate. and ‘associated: parts used on jal clutch models. Transmission input. shatt (14—Fig. 137) will remain With tranamission and isnot remored with front support late. make clutch split. Disconnect pedal linkage. Remove bolt securing clutch release fork to shaft and withdraw shaft; then lift out clutch release bearing, hub and spring. Remove inner circle of eap screws securing shaft sleeve to front plate and withdraw sleeve. On dual clutch models, pto input shaft will be removed with sleeve. Remove outer bolt circle retaining support plate and withdraw plate; noting, on dual clutch models, that plate must come straight forward until free of pto countershaft front bearing On single clutch models, unseat snap ring (10—Fig. 187) and withdraw input shaft (14) and bearings. On dual clutch models (with transmission removed), remove bearing (41—Fig. 188) using a Se Ys By ¢ Bien vA ed a Fig, 137 Transmission upper shafts, gears and associated parts used in six-speed models. 118, Srp ring ive po) i Sever ig Eanes ar aoa i 3637 38 39 40 Sie) eee SS 1 Se 81, Phot bean 3 Seance Paragraphs 144-146 suitable puller, and unseat and remove snap ring (42), Remove snap ring (64), coupling (63) and snap ring (62) from rear of pto countershaft; then drift countershaft and rear bearing (61) rearward until drive gear (44) ean be removed. Transmission input shaft can now be removed by unseating snap ring (10—Fig. 187) and withdrawing. shaft and bearing (18). Refer to Fig. 139 for differences between single clutch and ‘dual clutch models. Assemble by reversing removal procedure. Tighten cover retaining cap serews to a torque of 23-80 ft-lbs. (31-40 Nem). 145, REAR SUPPORT PLATE, PTO DRIVE SHAFT, OUTPUT SHAFT AND SECONDARY COUNTER- SHAFT. On single clutch models, rear support plate (86~Fig. 187)’ and associated parts can be removed after splitting tractor between transmission and rear axle center housing as outlined in paragraph 175. On dual clutch models it wil be necessary to remove transmission as outlined in paragraph 140 or 141 and front support plate as in paragraph 14d Remove locking wire and rear cover cap serews, On single clutch models, pry support plate from its doweled position on transmission housing. On dual clutch models, remove pto countershaft front hearing (41—Fig. 188) using a suitable puller; remove snap ring (42), then bump pto countershaft (67) rearward until rear plate (86) is free of dowels. Pto output shaft will be removed with rear plate; remove snap ring (64), coupling, (63) and snap ring (62), then bump pto output shaft rearward out of plate. ‘Transmission output shaft (33— Fig. 137) and secondary countershait (54—Fig. 138) will remain in transmission housing. Refer to Fig. 140, Partially withdraw secondary countershaft until front bearing clears housing: bore, then lower countershaft to bottom of compartment. Output shaft ean now be ‘withdrawn and secondary countershaft can be lifted out after output shaft is removed Secondary countershaft front bearing (63~Fig. 188) can be removed from shaft using a suitable press or puller; ‘and two 3/16x2inch (4.76x50.8 mm)steel rods or bolts inserted in holes provided, to apply pressure to inside of inner race of bearing. Assemble by reversing’ disassembly procedure. Tighten rear support plate attaching cap serews to a torque of 28:30 ft-lbs. (81-40 Nem). 146, MAINSHAFT ASSEMBLY. To remove transmission mainshaft assembly (29-Fig. 137), first remove 45Paragraphs 147-149 transmission from tractor and remove front support plate, rear support plate, input and output shafts and shift mechanism as previously outlined, Remove snap ring (16) from front of shaft and withdraw thrust washer (17) Remove the two cap screws retaining bearing plate (30) and lift out plate; then slide shaft (29) and bearing (28) rearward while lifting gears, connectors, thrust washer and couplings out top opening. Keep sliding couplings (19 and 24) with their respective couplings (20 and 25). Units are interchangeable but matched, and should not be mixed, Use Figs. 187 and 141 as guides if necessary, and assemble by reversing disassembly procedure. Tighten bearing retaining plate cap screws to a torque of 72-96 in-tbs. (8.18-10.84 N-m) 147. REVERSE IDLER. To remove reverse idler shaft and associated parts, first remove transmission mainshaft as ‘outlined in paragraph 146. Remove idler shaft set serew from left outer side of transmission housing. Move shaft forward and lift out. high speed fork (13—Fig. 135) and sliding coupling: then shaft rearward while lifting out reverse idler gear Fig. 138), Be sure to install gear with long hub forward, and make sure high speed fork is installed and properly engaging groove of high speed sliding coupling. ‘Tighten idler shaft retaining set screw toa torque of 15-18 ft-lbs, (20-24 Nm). 148, MAIN COUNTERSHAFT. With transmission mainshaft removed as outlined in paragraph 146 and reverse idler removed as in paragraph 147, remove main countershaft (48—Fig. 138) as follows: Remove snap ring (62) from front end of secondary countershaft bearing bore and snap ring (50) from rear of main countershaft rear bearing (49). Using a step plate of proper size in front bore of hollow shaft, a suitable drift and ham- mer, bump ‘shaft rearward until both bearings are free of bores and shaft is Toose in transmission housing. Move shaft rearward until eluster gear (47) is adjacent to housing center wall and insert wooden protector blocks between ‘gear and wall; then continue to bump countershaft rearward until front bear ing (46) is free and cluster gear can be removed. Install shaft and components by reversing the removal procedure. Fig. 198 Transmission lower shatts, gears and associated parts used in sa-speed models with Ive ia. ee hae bare 3 Bing Orel FORD EIGHT-SPEED TRANSMISSION (Non- Synchromesh) LUBRICATION 149. Transmission lubricant eapacity is 12.2 quarts (11.6 liters) on Models 10, 2600, 2610, 3600 and 3610 and uve pro. | TRANSMISSION P.0, ig. 189— View showing differences inpto dive trainin five pto. models (lat) and transmission ‘pte models right. On tranemission pto model, ‘to drive. shaft (S7—Fig. 139) 9 ‘wansmission countershaft (48) Fig. 140~ With secondary countershattpartialy \itharawn and lowered fo Hoor of housing, out ut shalt assembly can be removed. Uf Fig, 141~Crosssectional view of transmission ‘e0rs showing shift collars.SHOP MANUAL 12 Fig. 142—Exploded view of &speed_non- Synchromesh transmission shift c ‘assembly. 1, Sit 5 Sep ne 12 How it a & See it SS pe 1 Rene 1 Sete ie Range tt ever TE: Suey oe 4 Man it owe ie Paap & Grommet Ea beer 3 Se At Waster 3. Sekt einer 12.7 quarts (12.06 liters) on Models 4100, 4110, 4600, 4610, 4600SU and 4610SU; maintain lubricant to level of plug located on right side of transmis. sion housing just behind brake pedals. Recommended lubricant is Ford 134 or a suitable equivalent, Recommended lubri- ‘ant change interval is every 1200 hours of service. Filler plug is located transmission shift cover; drain plug is at rear center of transmission housing. REMOVE AND REINSTALL 150, To remove transmission, follow Fig. 144— Exploded view of Sheed, nonsynchromenh transmission shit ‘duped tree ht a IE figs itr 1X Date als (@) 1. Synge 18 Plager 16, Bah reve fork 20; Highow shit fork 31, Oe og procedure outlined in paragraph 140 or Ml. OVERHAUL 151, SHIFT COVER. On models ‘equipped with a cab, remove mat, gear shift boot and access panel. On all models, place shift levers in neutral and disconnect safety start switch wires. Unscrew shift cover (9 Fig. 142)retain- serews and lift cover slightly. mnnect safety switch wiring from switch unit and withdraw wire from cover unit; then lift off cover. Shift cover is steel on models without ‘a cab and cast iron on models with a cab, Shift levers and safety switch can be serviced at this time. The safety switch threads into a retainer (22) which slides ‘onto high-low shift rail (12). ‘The safety switch is actuated by plunger (16) which rides in a eross bore in high-low shift rail as shown in Fig. 143, and by a corresponding shat detent for steel ball (17). The switch is closed only when highlow shift lever is in neutral position. ‘The retainer is positioned by locating pin (19-Fig. 142) in shift cover (9) and enters the positioning, hole in top of retainer. To disassemble shift levers, remove stop plate (18-Fig. 142) Remove knobs (1). Slightly depress lever spring (3) and unseat and remove snap ring (2); then withdraw lever downward out of cover unit. Assemble by reversing, disassembly procedure. When reinstalling cover, be sure to reconnect safety switch wires and check bolt and Paragraphs 150-152 to be sure locating pin (19) in cover enters positioning hole in retainer (22). Tighten cover retaining cap screws to a torque of 25-30 ft.lbs. (34-40 N-m). Check to be sure safety switch operates propery 152, SHIFT RAILS AND FORKS. To remove shift rails and forks, it is necessary to first remove transmission from tractor, remove top cover, remove input. shaft’ and front. support plate (paragraph 153) and rear support plate, pto drive shaft, output shaft assembly and secondary countershaft (paragraph 154). Then, refer to exploded view of shift mechanism in Fig. 144, to assembl: ed view in Fig. 145 and’proceed as follows: 8 19 2 20 v7 " 5 10 9 16 6 Fig. 145 Assombled view of shift mechanism {or B-speed, non-synchromesh transmission. Rotor te Figs. 142 and 144 for parts Identiiew. tion. 47Paragraph 152 Cont. FORD Remove the four detent plungers and springs (see Fig. 146) from their bores. Remove a detent ball as each corresponding shift rails removed. Move high-low shift rail rearward until sliding, coupling, (ee Fig. 151) can be removed from mainshaft and high-low shift fork. Refer to Fig. 142 and remove starter safety switch (15) and retainer (22) as high-low shift rail (12)is being removed. Turn rail 0 locknut can be loosened and set serew removed from high-low shift fork and remove fork out rear opening. Then, turn rail so locknut ean be loosened an set serew removed from connector on Fig. 146 View showing location of shit ral de- front end of shaft, withdraw shaft from tent plungers, springs and bals. Plungers are re- a Gaal Seihge GOnSetSe tained by transmission shit cover. spare Lesieingyancy & Fg. 147— Driving pilot bearing trom rear end of ‘main chive input (clutch) shaft. Neale bearing 55 Chk releme’ 2A. Bering sate ‘fino SR: Reg inte $ Fos por pate 18 Tanning & (Gotan) i Seen 1 Tha tbr sii 1 Sep ng ‘Tht war Fig. 148— Exploded view of eight speed, non-synchromesh ("ive” pt) transmission gears, shafts and related parts as used on Models 2310, 2600, 2610, 3600 and 2610. Retest. 18 fo drawing showing rltve eur ocaion whan Inataliodin anamasion and or numberof eth per Gea fret. ‘type pto (single se clutch) pto shaft (60 le splined Into countershal (37) and pto deve geurs (11 and 39) are not used. D att Bal bearing ie ga 51. Rear soprt plate 8 va oe oo = Ee Eh FEES ane det i 2 ieaee tea. 48SHOP MANUAL and detent ball. Loosen locknuts and remove set screws from remaining shift forks and arms, withdraw rails one at a time from rear of housing and remove forks, arms and detent balls NOTE: The 4thsth shift fork is located fon reverse idler shat; refer to paragraph 4156 for shaft and fork removal procedure. Remove interlock plunger bore plug (see Fig. 158) and the two Interlock plungers (7 Fig. 144). To reassemble, proceed as follows: In- sert the 4th-8th’shift arm in socket of shift fork and install upper 4th-8th shift rail through housing and arm so set serew holes are aligned, install and tighten set screw and locknut to a tor Fig. 149-Exploded view of elgh-speed, non-synchromesh transmission gears, ‘and 4610SU. Rotor to Fig. 158 fo dlagram showing gear locatl ‘gaan: Tepe Sm 7 Pees = ieee le ee ioe See ie giro iti, = BE inva, 2 Rte amen ces La 28. Tina washer que of 20-25 ft-lbs. @7-84 Nem) and ‘move rail to neutral position. Next, install the 2nd-6th/reverse shift rail and fork, tighten set serew and locknut to a torque of 20-25 ft-lbs. (27-34 N-m) and ‘move rail to neutral position, Insert second interlock plunger against shift rail, then install remaining shift rails, forks and connector, tightening. set_ screws and locknuts to a torque of 20-25 ft-lbs. (27-84 Nem) and install interlock plunger bore plug. Insert detent balls, springs and plungers in their bores on top of shift rails and move all shift rails, to neutral position, 3. INPUT SHAFT, CLUTCH RE- LEASE BEARING SUPPORT AND FRONT SUPPORT PLATE. On models equipped with a “transmission ie eee s tod at aur 5), Bearing cove @roler 48. Bearing cone & rer ine 3 ree eRe 2m ito Jee tS 4 Betring ene & rer i Ruben 4 Rearing ew rea GES a fe Paragraph 153 type” pto, transmission input shaft ean be serviced after splitting tractor between engine and transmission housing as outlined in paragraph 134. On models equipped with “live” or “independent” pto, the transmission must be removed. With transmission removed or with tractor split between engine and transmission, proceed as follows: Remove bolt from release fork, slide release shaft from housing and remove fork. Remove clutch release bearing and hhub assembly from support, then unbolt and remove bearing support from front support plate. On Models 2310, 2600, £2610, 3600 and 3610 with “live” pto and fon Models 4100, 4110, 4600, 4610, 4600SU and 4610SU with independent pto, pto input shaft will be removed with. bearing support. Then, unbolt and 66 67 73:74 «70 TN 72 ‘and related parts used on Models 4100, 4170, 4600, 4610, 46008U ‘and for gear Identification by numberof teth, 3. nr apgort ate 6S. Revere ler oar tier Bearing support 186. OM seal Ente St Sop ig SiR cae bafoag Sr ome (Soap eg Sa rng 1M, Roda pp conten, cn. Sad Th Pcs po) 7h Pau tee ‘cana 9) t 0)Paragraph 154 remove front support plate from transmission housing, NOTE: On Models 2310, 2600, 2610, 2600 ‘and 3610 with “live” pto and on all 4100, 4110, 4600, 4610, 4800SU and 4610SU ‘models, the pto countershaft front bear. Ing ts located in front support plate and plate must be removed squarely On Models 4100, 4110, 4600, 4610, 4600SU and 4610SU, refer to Fig. 149 and unbol shield (71), then remove snap ring (72) from rear end of pto counter. shaft, gear (70) or coupling (74) and remove snap ring (69) from transmission rear support plate. ‘On Models 2310, 2600, 2610, 3600 and 3610 with live pto, refer to Fig. 148 and remove snap ring (67) and coupling, (66) from rear end of pto countershatt, then remove snap ring (65) from transmission, rear support plate, On Models 2310, 2600, 2610, 3600 and 3610 with live pto and all 4100, 4110, 4600, 4610, 4600SU and 4610SU, remove pto countershaft front bearing using a suitable puller. ‘Then, remove snap ring and thrust washer from front end of pto countershaft, bump countershaft rearward out of transmission and lift pto countershaft gear out of front ‘opening in transmission housing. ‘On Models 4100, 4110, 4600, 4610, 4600SU and 4610SU, unbolt transmis sion input shaft bearing retainer (15—Fig. 149) and remove input shaft, bearing and retainer assembly. The pilot bearing (17) should be removed with in- pt shaft and can be removed from shaft as shown in Fig. 147 On all Models 2310, 2600, 2610, 3600 and 3610, remove snap ring (12—Fig. 148) and pull input shaft and bearing (14) assembly from transmission. The Fig. 150—Remoring rear support plate and pto ‘Countarshatt assembly. 1, Bening retainer Secondary content 2 Rear pert te 4 Out a 50 pilot bearing (89) for transmission mainshaft can also be removed at this time if not removed with input shaft To reassemble transmission, reverse removal procedures. On Models 4100, 4110, 4600, 4610, 4600SU and 4610SU, tighten shield (71~Fig. 149) retaining cap screws to a torque of 23-30 ft-lbs. (81-40 N-m) and install new locking wire through rear support retaining cap serew heads. On Models 4100, 4110, 4600, 4610, 46008U and 4610SU, tighten input shaft bearing retainer cap serews to a torque of 23-30 ft-lbs, (81-40 N-m). On all models, tighten front support plate and clutch release bearing Support retaining cap screws to a torque (of 28:30 ft-lbs. (31-40 N-m). 164, REAR SUPPORT PLATE, PTO DRIVE SHAFT, OUTPUT SHAFT AND SECONDARY COUNTER- SHAFT. On Models 2600 and 3600 with transmission type pto, the rear support plate, pto drive shaft, output shaft and secondary countershaft ean be removed after splitting tractor between transmission housing and rear axle center housing as outlined in paragraph 175. On other models, it will be necessary to remove transmission as outlined in paragraph 140 or 141. With transmis- ion removed or tractor split at transmission and rear axle eenter housing, proceed as follows: On Models 2310, 2600, 2610, 3600 and 3610 with "live" pio and all 4100, 4110, 4600, 4610, 4600SU and 4610SU, models, refer to paragraph 153 and remove clutch release shaft, bearing support, front support plate and pto driven gear from front compartment of transmission housing. On all models, cut locking wire and remove cap serews retaining rear sup- Fig. 151~ Transmission output shaft assembly ‘must be removed and rlnstalled In conjonction with secondary countershall assembly. 1 up sat 2 Highow dling coupling 3. Seema enters FORD port plate to housing. Pry support plate loose on Models 2600 and 3600 with transmission type pto. On 2310, 2600, 2610, 3600 and 3610 models with live pto and on 4100, 4110, 4600, 4610, 46008U and 4610SU models, bump pto countershaft rearward to loosen rear support plate. Then, on all models, refer to Fig. 150 and remove rear support plate and pto shaft as an assembly. With rear support plate removed, pull secondary countershaft rearward until front bearing is free of bore in housing, then withdraw transmission output.’ shaft assembly and secondary eountershaft as shown in Fig. 151 Disassemble components as follows: Remove snap ring retaining pto coupling ‘or hydraulic pump drive gear to rear end of pto shaft and remove coupling or gear. Remove snap ring at rear side of pto shaft. bearing in rear support and drive or press shaft and bearing out to rear of support plate. Remove pto shaft seal from rear support plate. Drive oil seal and output shaft rear bearing: cup from output shaft bearing, retainer. Remove bearings from secondary ‘countershaft if necessary; refer to Fig 152. For front bearing removal procedure; press output shaft from gear, thrust washers and bearing: cone, then remove bearing cone from front end of shaft. Carefully inspect all parts and renew any that are excessively worn or damaged. Reassemble components and reinstall in transmission by reversing removal and. disassembly procedure and by ‘observing the following: Install oil seals With lips to inside of transmission (forward). Be sure that high-low coupling engages teeth at rear end of mainshaft Fig. 182~ Secondary countershatt front bearing can be remored by pressing against stee! pins (incre tough shat gana Ine baring Wiyrace.

Ford 2310-2600-2610-3600-3610-4100

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